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a.r^cli^#tO CYCLE REVIEW. 

In which is incorporated "THE WHEEL" (New York) and the "AMERICAN CYCLIST" (Hartford) 


i^oi. Lin 
Ho. 1 

New York, N, Y., Saturday, March 31, 1906: 



$2.00 a Year 
10 Cents a Copy 


Two-Speed Coaster Brake 


SUBTRACT from the work and ADD to the pleasure 

of every man and woman who rides a bicycle. 

Affords a hig^h gear, 

a low gear, a 
coaster and a brake. 

Applicable to 

any chain bicycle, 

old or new. 

Brings new business within the reach of every enterprising dealer who 
is able to make the most of a good thing when it is placed before him. 

Catalogue and Quotations on Request. 


Makers also of Diamond E Spolces, Standard Pedals and Star and Sager Toe Clips, 



n^^iear:p^oicr> o^ii^e^s. 



Hade at 









^aM<m (^W^ i^^ ^X %^V, -^oJj t^cn^^L ^.cucM ^ 

*^>ytx, JW^ a»u>AU^-(?| ||.(y(D.ftu, *i>xli.^t^^ Jd.aJI-^£usL 
Yj(L>v>tM- .JJCuJlcu inowcui^ / 'rWjQAjoJtk 





Get Ready 

for the 

Spring Replacements 

DEFENDER ^Hl (nvf^^l if! ^9^^H ^^^ 

SPECIAL ^^Lwflfei'^Blkll^l^H OXFORD 

are always in 


for that sort of work. 

Have you a supply of them in stock? 




([^Our Factory has recently been visited by fire, which will slightly 
delay our Bicycle output, but by April 15 th, we will be able to make 
full and prompt deliveries. 


752-758 Main Street, BUFFALO, N. Y. 

^ Hudson Bicycles and D. & J. Hangers l^ 



Model 302 $50.00 

303 $50.00 

306 $40.00 

307 $40.00 

308 $35.00 

309 $35.00 

310 $30.00 

311 $30.00 

312 $25.00 

313 $25.00 


Baker & Hamilton, 

San Francisco, Cal. 

Scott Supply & Tool Co., 
Denver, Colo. 

J. W. Grady & Co., 

W( rcester, Mass 

Alexander Elyea Co., 

Atlanta, Ga. 


HUDSON HFG. CO., Hudson, Hich. 




Made Right and Stays Sold. 


For Beauty, Finish, Durability and Value. 






Call for the Corbin 

on the part of the riders is already begin= 
ning. It behooves the dealer who has not 
already done so to make ready for it. The 
call is always large and profitable. 



New Britain, Conn. 



and Jobbers 


near at hand. 

Arc you prepared? 


have a name and a 


The Standard 
Welding Co., 


Western Represtntalives : Easti rn Repiesentati\e : 

McCLERNAN & orr, 

1 064 Monadnock Block, 


Havcmcyer BIdg., 




1 6 cents per Mae of seven words, cash with order. 

TTOR SALE — Marsh Motorcycle 1905, almost 
new, jSiio.oo. Indian 1905, ^125.00. Ram- 
bler 1904, new, ;?i50.oo. Rambler 1904, §125-00. 
■ Complete stock of Indian and Rambler parts in 
stock. Home trainers to hire. TIGER CYCLE 
WORKS CO., 782 Eighth Avenue, New York. 

pOR SALE — Indian Motorcycle, 1905 model, 
fine order, $125.00. Full line parts for Indi- 
ans and Thor type machines, expert repairing, power 
equipped shop. Supplies of all kinds for motorcy- 
SUPPLY HOUSE, 2312 Broadway, New York. 

pOR SALE — One 2-cyUnder Indian, like new, 
S250 ; one 1905 Indian with heavy spok-s, 
S150; Tandam attachment, $ 10; Reading Standard 
Racer, like new, JS160; Rambler Motocycle, new, 
j!i5o; Indian Motocycle in good condition, Jf 12 5. 
F. A. BAKER & CO., 1080-1082 Bedford Avenue, 
Brooklyn; 20 Warren St., New York. 

TTOR SALE — Second-hand mo:orcycles. Send 
for list No. 102, containing 70 machines, 
from $3S.oo up. HARRY R. GEER CO., 1014 
Pine St., St. Louis, Mo. 

"pOR SALE— New Kelecom Motor, 2% H. P. 

Wholesale price, §75, will sell for §35. 

CAMPBELL MOTOR Co., New Haven, Conn. 

Th or SALE— Home trainers, first-class con 
dition; two sets, large dial, two hands for 
racing, rollers built up and ball bearing. §25 F. 
New Haven, Conn. 

"pOR SALE— United States Patent No. 245,- 
236, covering a practical pump for auto- 
matically inflating tires ; no reasonable offer re- 
fused. P. J. McGINN, Salisbury, Rhodesia, 
South Africa. 


The ARMAC Chain Drive 

that can be changed to Belt Drive in five minute's lime? 


permits the use of a DIRECT CHAIN drive 
with any size motor. 

"if It Was a Chain Drive" I 

'If it Was a Belt Drive' 


"I Would Order" 

DEALERS AND AGENT— 1 liis questionnever looses 
a sale for you when you handle the ARMAC. 

Both Transmssions With the One Machine and 


Full information and terms for tlie asking. 


472 Carroll Ave., Chicago. 


wheels must have the 
best equipments. 

There is nothing that gives more value for 
the money than the use of the 



The only chain having Frictionless 
Rccker Joints. Insist on having the 
Morse Twin Roller Fits regular 

S&nd for Catalog:ue and 
Trade Price to 

Morse Chain Co., Trumansburg:, N. Y. 




^-^ Prices Right. 

O 146 North 4th Street, Philadelphia, Pa. 



Fowlsr-Manson -Sherman Cycle Mfg. Co., 

A5-47 Fulton Street, Chicago. 

wnte for terms. 

Forsyth Mfg. Co. 


Manufacturers of 





his face lights up. He Icnows it has been proved 
the best that money can purchase. 


17-27 Vanderwater Street, New York. 

ar& tho nnost sa^isf'yine , 

Bicyclos or IVIot:orcycle! 
_ _ ^ . ^. DUCKWORTH 

Sprinajf^iold. IVIass. 

The Week's Patents. 

813,926. Gas Engine Sparker. Andrew 
P. Tallmadge, Washington, D. C. Filed 
Mar. 18, 1905. Serial No. 250,829. 

Claim. — 1. As an article of manufacture, 
the spark-advancer comprising a block ad- 
apted to be mounted and rock on a Journal 
and having a longitudinal slideway, a box 
through which the sparker-actuating rod is 
adapted to reciprocate, said box confined 
in said slideway, and means for adjusting 
said box longitudinally of said slideway 
and holding the same in the desired ad- 
justment, substantially as described. 

813,934. Protective Cover for Pneumatic 
Tires. Josef Albers, Aix-la-Chapelle, Ger- 
many. Filed Apr. 7, 1905. Serial No. 254,- 

Claim. — An improved protective cover 
for pneumatic tires of cycles of all kinds, 
composed of one single, continuous piece 
of leather adapted to inclose the entire 
outer surface of the pneumatic tire, includ- 
ing the reinforcements in the wheel-rim 
and vulcanized with the said tire and secur- 
ed in the wheel-rim, reinforced internally 
by a lining of crescent sha'^e in cross-sec- 
tion, secured to the outer cover by double- 
pointed internally-clenched rivets, present- 
ing outwardly heavy heads on the thread 
surface, substantially as described. 

813,937. Cycle Lock. Karl Ballod, Riga, 
Russia. Filed Nov. 18, 1904. Serial No. 

Claim. — 1. A cycle-lock comprising two 
clamps adapted to be attached to the bars 
of the frame of a cycle, a spring-actuated 
bolt pivoted on one of said clamps, a casing 
containing a lock carried by the other clamp 
and a swinging attachment to said casing, 
said lock being provided with spring-actuat- 
ed means for holding said bolt when swung 
into contact therewith, and with means for 
holding said lock open after it has been 
opened by a key, substantially as described. 

"The A B C of Electricity'" will aid you 
in understanding many things about motors 
that may now seem hard of understanding. 
Price, 50 cents. The Bicycling World Pub- 
lishing Co., 154 Nassau street. New York. 


Thor Motor and Parts for Motorcycle and 
Hubs and Parts for Bicycle on application. 





121 Chambers Street, NEW rORK 



Send for J906 Catalogue. 

THE KELSEY CO., Buffalo, N. Y. 




Suppose you do make two per cent, or even twenty per cent, more? Is not your extra time and talk 
worth anything? How about the dissatisfied customer? What about future sales? 


is the only oil for lubricating, cleaning, polishing, and preventing rust, and the only oil that sells itself — it is 
advertised everywhere — it is so good people always want more. Ask your jobber. 


145 Broadway, New York City. 

Schrader Universal Valve. 

{Trade Mark, registered April 30, 1895.) 


Manufacturers of Bicycles, Jobbers and 
Dealers : 

In order to facilitate the 
obtaining of 

PARTS of the 
Schrader Universal Valve> 

We have concluded to sell 
parts only to the general 

Parts 99-1,99-2,90-3,99-4 may be had from all makers, -»r 
from A. Schrader's Son, Inc. Price fast lent on appli- 



Manufactured by 


Established 1844. 

28-32 Rose St., 

New York, U. S. A. 

"The A.B.C. Of Electricity" 

will help you understand many 
things about motors which may 
now seem hard ot understanding. 

tOS Pages, 

50 Cents Per Copy, 


154 Nassau Street, 


TheSartus Ball Retainer 

[Brought Out In 1896) 

The ORIGINAL and the BEST 

This retainfr is manufactured by tlie Sartus 
Ball Bearing Company, under U. S. Patents Nos. 
576,500, 611,689 and 799,oc8, which cover all 
ball retainers having a single row of standards rising from the base 
at. one margin and extended to overhang the base. All other manu- 
facturers of such ball retainers are infiingers, and useis of such re- 
tainers made by other manufacturers are vparned againtt continuing 
such use. DONT BUY A LAW=SU1T. 


155 Spring Street, New York City. 





With mlliloni In dally usa, it has stood tha test for 
more tfaao fiva years and is adaptable to ball bearings cf 
any kind. 

If you are users of ball bearings we would be pleased to hear 
from jou and mail you our catalog with the latest information, 
which we know would be profitable and interesting to you. 

THE STAR BALL RETAINER 00., Lanoattsr, Pe., U.3.A. 

Iptesseb Steel Bicycle J^itttngs, 

Lugs, Clusters, Tecs, Heads, Head Sets, Hubs, Fork Ends, Chain 
Adjusters, Crowns, Head Shells, Cones, Ball Cups and Retainers. 

Light ana Heavy Metal Stamping and Cold Foreing, Ball Bearings, Stove Trimmings and Shee 
Metal Specialties, .rtutomobile and Electrical Fittings. 

(Uorcester Pressed Steel Company, 

Successors to Worcester Ferrule & Mfg. Co. 


Ulorccster, mass. 

Chicago Office, 1064 Monadnock Block 

Special Stamplnss 



THE CROSBY CO., - Buffalo, N.Y. 

MODEL 97, 

The Standard 
WrencSl for Bicycles 

For sale hy leading . ^. _ 'y.tiwa ift?50t©R5ycle9.» 

jobbers^everywher^l Bt^lSieSii §?51^*tC!l?i.Harttot(l, COM i 



To All Manner of Men, also Women. 





And Kelly Quality Always has been Top iMotch. 


KELLY HANDLE BAR CO., - - Cleveland, Ohio. 

Goodyear Cushion Pneumatic 

The most durable bicycle tire made. There is a steadily increas- 
ing demand for this tire and every dealer should carry them in stock; 
merely showing a section will often make a sale and a satisfied customer. 

Send us your name and address so we can ir • ^r ^ -.cctions. 


The Bicycling World 


Volume LIII. 

New York, U. S. A., Saturday, March 31, 1906 

No. 1 


Denver Adopts a Code to Check Theft — 
Sales and Repairs Reported. 

Denver, Colorado, has tackled the prob- 
lem of cycle stealing and will make an at- 
tempt to control or to keep tabs on the 
second-hand business done in that city. The 
city council has passed an ordinance that 
seems drastic in its provisions, but it is 
one which, perhaps, will go a long way to- 
ward breaking up disreputable houses that 
cater to the thieving element and act as 
fences for stolen bicycles. In the future 
if a person in that city has his cherished 
mount purloined, he or she will only have 
to go to the chief of police, state the make 
and number of the missing machine, and if 
it still remains in the city it will be an easy 
matter to locate it or find some clue that 
will lead to its ultimate recovery. 

According to the provisions of the or- 
dinance which was passed by the council, 
all dealers who do a business in second- 
hand bicycles in Denver are required to 
pay an annual license fee of $10, and to file 
with the chief of police a record of every 
second-hand wheel which they may pur- 
chase. Every time a repair is made upon 
a machine, no matter what it is or how 
small, the number of and the make of the 
wheel must, with a description of the re- 
pair, also be filed with the police officials. 
When a wheel is enameled, that, too, must 
be reported to the officials. 

Up to date, upwards of thirty-five second- 
hand dealers have complied with the license 
provisions, which shows what an amount 
of business of this character is done in Den- 
ver. The measure is, no doubt, somewhat 
drastic, and perhaps a few of the dealers 
made strenuous objections to its passage, 
but it is one which will make bicycle thiev- 
ing in Denver a perilous thing for both the 
thief and the dealer who knowingly or un- 
knowingly, as the case may be, allows his 
house to become a repository for stolen 
bicycles. Which leads up to the supposition 
that hereafter Denverites may close their 
eyes at night with the calm assurance that 
their cherished mcunts will not be made 
a'.vny with before morning, or if it should 
be, the dealer to whom it is offered will 
immediately report to the police. 

The Retail Record. 

Bay City, Mich.— Graves Brothers; new 

Woburn, Mass. — William H. Luck; shop 
destroyed by fire; damage $2,000. 

Logansport, Ind. — Barnhart bicycle store, 
fire; $1,000 damage; insurance not stated. 

Pittston, Pa. — Fred Schussler, store de- 
stroyed by fire; loss, $800; insurance, $300. 

Toledo, Ohio.— Frank Mutz and L. A. 
Miller, dissolved partnership. Muntz con- 


White Incorporates in Camden. 

Papers have been taken out for the White 
Motor Co., at Camden, N. J., with $150,000. 
It is stated that the company will manu- 
facture motors and cycles. The incorpora- 
tors named are J. W. White, of Philadel- 
phia; C. F. Woodhull and C. S. King, of 

Willys Buys Owego Business. 

The Willys Co., Owego, N. Y., has been 
incorporated with $6,000 capital, to take 
over the Strong bicycle business in that 
city. J. N. Willys, of the Elmira Arms Co., 
is the moving spirit of the new company. 
His fellow directors are J. T. Skehan and 
C. L. Latin. 

Morrow Goes to Europe. 

A. P. Morrow, superintendent of the 
Eclipse Machine Co-. is now in Europe, 
combining some pleasure with considerable 
business, chiefly, it is understood, relating 
to coaster brake patents. He will remain 
abroad some little time. 

Simmons to Open in Oklahoma. 

The Simmons Hardware Co., St. Louis, 
who job bicycles on a considerable scale, 
are making ready to establish a branch 
house in Oklahoma City. Contracts for 
a three-story fire-proof structure already 
have been let. 

Berkshire Becomes a Corporation. 

The Berkshire Cycle & Automobile Co., 
North Adams, Mass., was, incorporated this 
week under the laws of - that State with 
$5,000 capital. W. G. Parker figures as the 
treasurer -of the concern. 

Cycle Makers and Parts Men Outline Pub- 
licity Plans — Report Next Wednesday. 

When the Cycle Manufacturers' Associa- 
tion meets in Buffalo on Wednesday next, 
it is likely that there will be "something 
doing" of a character that is of general 

Promise of the sort is held out by the 
meeting held last week in Toledo by the 
conference committees of the C. M. A. and 
the Cycle Parts and Accessories Associa- 
tion. While the exact nature of the con- 
ferees' report will not become public prop- 
erty until Wednesday next, it is known that 
the matter of publicity was one of the chief 
topics of the discussion and that a plan 
of campaign and the best means of provid- 
ing the sinews of war were at least out- 
lined. It will be, of course, submitted to 
the Buffalo meeting. 

The parties to the Toledo conference 
were Harry Walburg, Miami Cycle & Mfg. 
Co.; Frank E. Southard, Toledo Metal 
Wheel Co., and F. C. Gilbert, Pope Mfg. 
Co., representing the Cycle Manufacturers' 
Association, and H. S. White, Shelby Steel 
Tube Co.; W. S. Gorton, Standard Welding 
Co., and D. S. Troxel, Troxel Mfg. Co., 
representing the Cycle Parts and Acces- 
sories Association. The latter organization 
is due to meet in Buffalo on May 9, as was 
stated in the Bicycling World, but not a 
few members of it probably will be found 
in the "offing" when the bicycle manufac- 
turers get together on Wednesday. 

Fire Damages Two Chicago Concerns. 

Fire in the five-story building at 80 to 84 
Michigan avenue, Chicago, 111., last Satur- 
day afternoon, 24th inst., which was being 
reconstructed for the Goodyear Tire anil 
Rubber Co., and the Beckley-Ralston Co., 
dealers in supplies, caused a loss of $100,000. 
These two concerns were just moving in, 
otherwise the loss would have been much 
greater. The flames were first discovered 
in the salesrooms of the tire company, but 
the building was reduced to a mass or ruins 
so quickly that it was impossible to tftll 
where the fire originated. 




February Responsible for Biggest Increase 
in Years — Where the Goods Went. 

Following the pace set by January, the 
shortest month in the year has not only 
greatly exceeded the mark set by its prede- 
cessor, but when compared with February 
of the year previous exhibits what nowa- 
days may be styled a phenomenal increase 
— a jump from $92,524 to $223,947, or a clear 
gain of $131,000 in round numbers. In de- 
tail the report reveals a complete reversal 
of form in every important market. 

For instance, the United Kingdom marks 
an increase from $16,760 to $37,898; Ger- 
many from $7,549 to $28,572— something 
unprecedented since that time when the 
Teuton awoke to the fact that he could 
imitate with cheap labor and American 
automatic machinery cheaper than he could 
buy; Netherlands jumped from $5,392 to 
$37,270, and Other Europe establishes a 
record by soaring from $9,622 to $56,014. 
In the Far East, Japan is also beginning to 
look up again, her total having risen from 
$16,505 to $29,162. Where the period of 
eight months ending with February is con- 
cerned the results are not indicative of the 
same heavy percentage of gain, but it is 
significant that here also a decided upward 
trend is manifest, the gain over the same 
period of 1905 amounting to almost $150,- 
000. For this period the totals were $1,224,- 
700 in 1904, $726,754 for 1905, and $870,758 
for 1906. Many of the smaller markets 
show a consistent upward trend that has 
been free from fluctuation for some time. 
Such are Mexico, Cuba and Argentine. 
While small in themselves, seldom exceed- 
ing the $10,000 mark in a month, in the 
aggregate they reach a respectable total 
that is constantly growing. 

The report in detail follows: 

February — 

Exported to — 1905. 

United Kingdom $16,760 

Belgium 2,471 

France 3,036 

Germany 7,459 


Netherlands 5,392 

Other Europe 9,622 

British North America 11,407 

Central American States and 

British Honduras 181 

Mexico 3,410 

Cuba 2,172 

Other West Indies and Bermuda.... 1,712 

Argentina 367 

Brazil 556 

Colombia 160 

Venezuela 47 

Other South America 618 

Chinese Empire 935 

British East Indies ; 432 


Japan 16,505 

British Australasia 6,212 

Philippine Islands 695 

Other Asia and Oceania 2,108 

British Africa 51 

All other Africa 216 

Other Countries , 

Totel $92,524 

Why the Puncture Preventer. 

Nail finders or puncture preventers for 
bicycle tires are neither new nor novel, but 
somehow or other, they failed to meet with 
any ready acceptation on the part of the 
cyclist generally, even when they did pos- 
sess both these qualifications. They hap- 
pened to constitute an exception to the 
general success of the great mass of odds 
and ends, many of which had little or no 
excuse for existence, and with which the 
market was literally flooded some years 
ago. There were few of these products of 
perverted genius that did not succeed in 
attaining a certain measure of popularity, 
though the latter often proved fleeting. 

But the puncture preventer never had its 
day and probably never will. The idea has 
been resurrected by a German manufac- 
turer who has embodied it in a feather- 
weight form — aluminum and celluloid — the 
former material as the frame and the latter 
to come in contact with the tire. The cel- 
luloid is, of course, the business end of 
the device, for its function consists of 
scraping off any foreign matter, such as 
glass or nails, that has started to imbed 
itself in the rubber, before it has time to be 
driven through. It is generally considered 
that several revolutions of the wheel <ir; 
necessary to drive an object clear through 
a tire — hence the puncture preventer. 


Many Ways in Which it May be Employed 
to Facilitate Tire Work. 

Correct Adjustment of Contacts. 

Few motorcyclists realize what a mar- 
velous difference may be brought about by 
a correct adjustment of the contact breaker. 
Sometimes not more than a quarter or half 
a turn of the adjusting screw will make 
all the difference in the world. Once set 
it is the better part of discretion to let 
it alone as long as it runs well. When the 
motor refuses to start or begins to misfire 
is time enough to "take notice." 

Eight Months End 

ing February — 














































1 1,260 































































$223,947 $1,224,700 $726,754 $870,758 

"One of the most remunerative purchases 
a cyclist or motor cyclist can make is half 
a pound of French chalk, costing about ten 
cents, and at this time of the year is about 
the best for such an investment," says a 
foreign authority. "It is not that the arti- 
cle itself varies with the season, but its 
value differs in accordance with when it is 
used. Riders generally find a small box of 
French chalk in their repair outfits; use half 
of the supply on the first puncture, waste 
nearly all the rest, and trust to luck for the 
next puncture. Let the wise rider, there- 
fore, follow this advice, and get a supply 
of French chalk right now. If his machine 
is one that has seen some service let him 
take off the covers of the tires and put a 
couple of teaspoonfuls of chalk inside, shak- 
ing it round, and, if possible, rubbing it in. 
Any excess can be shaken out, but even if 
left in cannot do any harm. 

"In the majority of cases, when a tire 
has not been removed from the rim for 
some time, its removal will be somewhat 
difficult, especially if the tube has stuck to 
the cover; but having got it off put in the 
chalk and note how easily the cover goes 
back into its place. If the chalk has been 
dispensed with a lavish hand some of it 
will have found its way into the rim, and its 
effect will be noticeable in the ease with 
which the beads slip under the edges of 
the rim or the wires take up their correct 
position. In riding the tire, although no 
advantage can be noticed, there is a distinct 
benefit from the chalk, which provides a 
lubricant between the fabric and tube, be- 
tween which there is a constant although 
slight relative movement. When the next 
puncture happens the cover comes off eas- 
ily, the inner tube can be hauled forth at 
one sweep without fear of ripping it where 
it may have stuck to the cover, and if, after 
the patch is fitted, it is found that the out- 
fit contains no chalk, the tube can be put 
back, with the certain knowledge that the 
chalk already in the cover will prevent 
sticking — in fact, it is better to chalk the 
cover than apply chalk to a patch soon after 
it is fixed, as it tends to dry the solution 
under the edges of the patch, and causes 
the patch to lift up. One good dressing 
with chalk will last a season or longer, and 
is well worth the little trouble entailed with 
either a new or old machine. In motor- 
cycle tires, where the heat generated is 
very much greater than in bicycle tires, - 
this treatment is an absolute necessity, as it 
not only prevents the cover sticking to the 
tube, but frequently prevents the tube being 
nipped — and, of course, the othe-'.v'se in 
evitable burst is also prevented. M-'ke a 
note, gentle reader, to get sonii; chalk 



Just What Causes the Weariness and the 
Recovery — Bubbles that Bring Trouble. 

Just what happens to a dry cell when 
in the vernacular of the motorcyclist, it be- 
comes "tired" and needs a rest before it will 
continue to produce a spark, constitutes an 
unfathomable mystery to the average man. 
He knows that its period of inaction simu- 
lates death very closely, and many a good 
dry battery has been thrown away and a 
new one bought, simply from ignorance of 
this peculiarity. Experience soon teaches 
that a rest and not a new battery is what 
is most needed. That much the motor- 
cyclist who has passed his noviate is cer- 
tain of, but what causes it to apparently 
"die" and what gives it the magic power 
of new life after a comparatively short 
period of inaction are well beyond the ken 
of most. 

In the action of every primary cell — that 
is, one in which substances are comb'ned 
to produce an electric current by purely 
chemical means, as distinguished from the 
secondary or storage cell into which energy 
is injected and redelivered by chemica; 
means, a process is set up, technically 
known as polarization. As the dry cell is 
a primary cell this is what happens to cause 
its temporary defection when overworked. 
The dry cell is composed of a zinc or posi- 
tive element forming the containing case, 
a carbon plate or negative element inserted 
into the centre of it, an absorbent sub- 
stance such as sawdust or something simi- 
lar to hold the active element and a solu- 
tion of sal-ammoniac and water in a semi- 
fluid state. This forms a simple open-circuit 
cell complete, but with nothing else it would 
become polarized very rapidly indeed, as 
will be evident from the following. 

When the circuit is closed in order to 
make use of the current, chemical action 
is immediately set up in the cell; the sal- 
ammoniac solution immediately attacks the 
zinc and produces hydrogen gas which is 
evolved in the form of myriads of small 
bubbles. Some of these escape from the 
cell without doing any harm, but by far the 
great majority instantly attach them- 
selves to the carbon plate and in a short 
time it is completely covered and its sur- 
face is insulated from the action of the 
solution so that the cell ceases to produce 
a current. If the circuit then be broken 
the bubbles burst, the gas escapes and 
the carbon surface is once more exposed 
and the cell will resume action if called 
upon. This, in brief, is the cause and effect 
of what is known as polarization. In or- 
der to offset its effects as much as possible 
the space between the carbon and the zinc 
of the dry cell is filled, in addition to the 
absorbent material already referred to, 
with a mass of granulated manganese diox- 
ide — a chemical with a very strong affinity 
for hydrogen gas. Just as many bubbles 

are generated as if this depolarizing agent 
were not employed, but only a fraction of 
them reach the carbon as they have to come 
in contact with this substance first and are 
there absorbed. When the battery "lays 
down" it simply means that it has been 
worked beyond the capacity of this material 
to dissipate the hydrog-en bubbles and if 
given a rest — at times only momentary, will 
throw them off and resume business. 


France Offers Big Purses for Alcohol. 

Despite the extended chemical researches 
that have been carried put by some of the 
world's most skilled investigators over a 
period of years, no approach seems to have 
been made to the discovery of an entirely 
satisfactory substance that may be em- 
ployed to denature alcohol in order that 
it may be used as a fuel for the internal 
combustion engine. Many have been found 
and are used in large quantities in such 
countries as Germany, but the "problem re- 
mains unsolved nevertheless. Wood or 
methyl alcohol is largely used in this con- 
nection for other purposes, but it would be 
difficult to select a substance worse fitted 
for use in the motor. It not only tends to 
corrode the metal and destroy the fine 
polish of the cylinder walls, but also burns 
on the valves in a crystalline deposit like 
brown sugar that is so hard as to make it 
difficult to chip off with a chisel. Some 
years ago the Russian government offered 
a substantial prize for the discovery of a 
suitable system for denaturing alcohol, but 
so far as known it never has been claimed. 

Now the French government offers two 
prizes, one of $4,000 for a substance, which, 
while cheaper than any of those now em- 
ployed, will prevent any possibility of fraud, 
and another of $10,000 for the invention of 
a system which will permit of alcohol being 
used for lighting purposes under the same 
conditions as gasolene. The nature of the 
problem that confronts the chemist or in- 
ventor who would attach either of the 
prizes only becomes apparent upon studying 
the conditions. First and foremost, the de- 
naturant must have a smell and taste which 
will make the spirit unfit to drink and there- 
fore such substances as romarin, aspic, lau- 
rel, essence of thyme and others of the kind 
must be rejected. The smell, however, 
must not be so strong as to prevent the 
use of alcohol for domestic and industrial 
purposes, wherefore acetylene and other 
strong smelling ingredients are struck out 
of the list. Soluble denaturants which leave 
deposits, such as salt, sulphate of soda, 
alum, picric acid, tobacco juice and a variety 
of chemical and other ingredients naturally 
can not be considered. It must not be 
more or less volatile than the alcohol itself, 
and thus allow of its being eliminated by 
distillation. In this category a whole list 
of ingredients is given from ether to gaso- 
lene and turpentine. Such substances as 
ammonia and sulphuric acid are eliminated 
because they act on the metal, and a long 
list of poisons is also rejected. It must be 
economical and be a commercial product. 

F. A. M. Begins Work in that Direction- 
How Shops will be Classified. 

Carroll Leroy Mosher, chairman of the 
Federation of American Motorcyclists' 
Committee on Transportation and Facili- 
ties, now has well in hand the work of 
"sorting out" motorcycle repairers and es- 
tablishing a system of official repair shops 
— a work that is fraught with probabilities 
of great good alike to motorcyclists and to 
the young industry. 

The system contemplates the issuance of 
first, second and third class certificates, the 
basis of the graduation being the experi- 
ence of the respective repairmen and the 
facilities afforded by their shops. 

Thus, a first-class certificate will imply 
that the holder is himself a motorcyclist of 
more than two years' experience, or has 
such in his employ, and that he is equipped 
to undertake lathe work and carries in stock 
extra parts and also such necessities as are 

A second class certificate will convey that 
the holder is a motorcyclist or employs one, 
but does not carry in stock any motorcycle 
parts or sundries, and is not equipped for 
lathe work. 

A third class certificate will signify that 
the holder does not ride or sell motor- 
cycles and is not experienced in. their use 
and care, but has a lathe and may be able 
to render services in emergencies. 

Practically all of the motorcycle manu- 
facturers have given Chairman Mosher 
assurances of their interest and co-opera- 
tion and placed him in the way of reaching 
all of their agents. Among the questions 
which they will be required to answer are 
the followisijr: 

Do you bdtidle motorcycles and are you a 
rider or have you a motorcyclist in your 
employ? If so, for what length of time? 
Have you had experience in the care and 
repair of motorcycles? If so, to what ex- 
tent, and what are your facilities? Do you 
carry any extra parts in stock, and if so, 
of what machines? Do you carry gasolene 
in stock? Do you carry batteries, spark 
plugs, engine oil, insulated wire, chain 
links, belt hooks or other such motorcycle 
necessities in stock? Have you storage 
room for one or more motor bicycles? If 
so, for how many, and what is your charge 
per 24 hours? Do you desire to be con- 
sidered an applicant for a Federation re- 
pairer's certificate? 

Notice is also conveyed that "proof of 
false or misleading replies will result in 
the withdrawal and cancellation of any cer- 
tificate that may be granted." 

When the shops are "sorted out" and 
graded it is, of course, the intention of the 
F. A. M. to compile the information and 
publish it in book form. 


the dealer who handles the 

National Bicycles 

is " there with the goods every time " and the bicycles themselves afford the 

most convincing answer. They have features not possessed by any 

other bicycle and there's a sound reason for and an advantage 

gained by each of these features. They are of the sort 

that appeal to intelligent buyers and that help 

wideawake agents to attract such buyers. 

If we are not represented in your locality we will bt glad to hear from YOU. 

NATIONAL CYCLE MFQ. CO., = Bay City, Mich. 


and 45 per cent. Saving in Tire flaintenance "" ^''^ essentials 

of the ever reliable 

Fisk Bicycle or Motorcycle Tires 

Like all Fisk products, they have a Quality and a Construction that is 
exclusive — real merit — through and through — that makes their distinct su- 
periority apparent. 


THE FISK RUBBER CO., Chicopee Falls, Mass. 




Published Every Saturday by 


154 Nassau Street, 


Subscription, Per Annum (Postage Paid) $2.00 

Single Copies (Postage Paid) ... 10 Cents 

Foreign Subscription $3.00 

Invariably in Advance. 

Postagre Stamps will be accepted in payment for 
subscriptions, but not for advertisements. Checks, 
Drafts and Money Orders should be made payable to 

ISntered as second-class matter at the New York, 
N. T., Post Office, September, 1900. 

General Agents: The American News Co., New 
York City, and its branches. 

4®"Change ot advertisements is not guaranteed 
unless copy therefor is in hand on MONDAY pre- 
ceding the date ot publication. 

il^Members of the trade are invited and are at 
all times welcome to make our ofHce their head- 
quarters while in New York; our facilities and 
Information will be at their command. 

To Facilitate Matters Our Patrons Should 
Address us at P. O. Box 649. 

New York, March 31, 1906. 

Singling Out the Skillful Repairer. 

It is an important work that the Federa- 
tion of American Motorcyclists finally has 
undertaken — that of singling out and com- 
piling a list of experienced and competent 
motorcycle repairers and of endeavoring to 
raise the standard of the class. For as a 
matter of fact, motorcycling has suffered 
not a few slings and arrows as the result 
of the unskilled repair work that has been 
the rule rather than the exception. 

The bicycle repairman, pure and simple, 
the automobile mechanic and the local elec- 
trician all have, on occasion, dabbled with 
motorcycle repairs and some sorry effects 
have resulted. The bicycle repairman prob- 
ably is the best of the three types of work- 
men because he is more honest than the 
others, that is to say, in a majority of in- 
stances he will frankly admit that he knows 
little or nothing about motorcycles and one 
is therefore prepared to accept such service 
as he renders, with anticipations of possible 
sins of omission or commission. 

The automobile mechanic and the elec- 
trician are, however, "birds" of another 
feather. Usually they profess knowledge 
which they do not possess, although their 
occupations naturally create more or less 

faith in their ability. In truth, however, 
the average workman in an automobile es- 
tablishment, despite his knowledge of gas 
engines, is too often a mere bungler when 
it comes to dealing with motorcycles, of 
which he knows nothing. He can spend 
more time "feeling" for and guessing at 
causes of distress and in awkwardly seek- 
ing them, than seems possible to the rider 
who has had no experience with the ilk, 
while the local electrician — well, his lack of 
information is absolutely astounding. The 
principles of electricity are unchangeable 
and their application is largely a matter 
of positions and angles, but when the aver- 
age electrician undertakes to perform such 
simple services as locating a short circuit or 
rewiring a motorcycle, his study is lengthy 
and profound and his ways of accomplish- 
ment frequently are painful and wonderful 
to behold. 

We have had personal acquaintance with 
each of these three classes of repairmen and 
speak from experience acquired at some ex- 
pense. The fact of the matter is that no 
workman who has not had at least two 
years' experience with motorcycles is com- 
petent to render intelligent service. His 
first year usually serves to convince him 
how little he really knew of the subject. 
But even the one-year motorcyclist is a 
great deal better than the man who may 
know all about automobiles or about elec- 
tric lights or electric door bells. To the 
motorcyclist, the latter at best can render 
but hit or miss service. 

In making actual use of or acquaintance 
with motorcycles the basis of either a first 
or second class repairers' certificate, the 
F. A. M. has struck the keynote to the sit- 
uation while the graduation into classes will 
serve as a spur to the workman who is 
truly interested in motorcycles. He will 
not rest content until he becomes of the 
first class. 

Influence of the Bicycle. 

While it is doubtless quite true that much 
of the success of the bicycle is due to the 
development of the ball bearing, it is also 
quite true that for the development of the 
principle of the anti-friction bearing in 
other lines, the engineering profession has 
to thank the cycle industry. For until the 
time of its popularization in the bicycle, 
few attempts, if any at all, had been made 
to apply it in other service. Its success in 
that field, however, seemed to point so 
strongly to its probable utility in other 
lines, that an even more complete study of 
its principles was made, resulting in its 

present very general adoption. Modifica- 
tions brought about by changes of condi- 
tions largely, have been necessary, but the 
principle — unchanged and unchangeable^s 
still to be credited to the bicycle. 

Said Henry Hess, whose connection with 
the production of the annular type of ball 
bearing has placed him in a position of 
authority in the matter, speaking before a 
meeting of the American Society of Me- 
chanical Engineers, in New York: 

"Both ball and roller bearings are of 
hoary origin. The roller used under a 
block of stone by the ancient Egyptians 
and in exactly the same way under the 
skids in a crate containing the latest pro- 
duct of the modern machine shop show 
familarly the advantages of the substitution 
of rolling for sliding friction. 

"The early recognition of this advantage 
led naturally to many attempts at the 
employment of rolling elements in the 
journals of machines. Until relatively re- 
cent days such attempts have been chiefly 
failures — interesting, but failures neverthe- 
less. The causes were simply imperfections 
in the shape of the rolling elements and 
their supporting surfaces, resulting jn the 
loads being actually imposed on insufficient 
areas, though, theoretically, greater ones 
were provided. 

"The bicycle is responsible for the wide- 
spread realization of the possibilities of 
the saving of work by ball bearings; with- 
out these it probably would never have had 
the vogue it acquired; the rider who remem- 
bers the difference in freshness at the end 
of a half day's tour on a wheel fitted with 
cone bearings and one fitted with ball bear- 
ings can bear eloquent witness." 

While recognition of the far reaching 
influence of the bicycle from such a high 
source may be gratifying, the ball bearing 
is but one item of a very long list. The 
debt that the world owes to the bicycle is 
a prodigious one. 

Raising False Hopes Abroad. 

Because a half dozen Belgian four-cylin- 
der motor bicycles have been sold in this 
country, one of the English prints throws 
a spasm of joy and urges the British manu- 
facturers to forthwith "invade" America 
with their machines, "We aie confident 
of their immense superiority over American 
productions," says the print in question, 
which then asks solicitously, "Will British 
manufacturers follow the lead of our Bel- 
gian friends before it is too late?" 

Alas! for British hopes. We fear it is 
already too, too late. It would have been 



too late last year and the year before and 
the year before that. Despite immense but 
misplaced confidence in the superiority of 
the British goods, their chance of success 
in America is akin to the chance of a small 
snowball on a large gridiron in Hades. 
Over here we passed up the British 
ice wagon type of motor bicycle about three 
years ago. The reason the four-cylinder 
Belgian has attained even its limited sale is 
due solely to the fact that four-cylinder 
Americans are not obtainable and that there 
is no "live" demand or real necessity for 
such machines. 

It may profit our English cousins to 
learn that in this country there are several 
Belgian single-cylinder machines, also sev- 
eral French single-cylinder motorcycles and 
a few two-cylinder ones that can be pur- 
chased for mere songs. They were im- 
ported in the belief of their "immense 
superiority" and to their purchasers they 
have proved the most expensive "white 
elephants" in the form of cycles that ever 
passed through a custom house. They have 
. been going begging for from one to three 

Those motorcyclists who make a prac- 
tice of- attending to all the minor repairs 
needed by their mounts themselves learn 
' much from experience, ahd sooner or later 
there is one fact that becomes indelibly 
fixed' in their minds, and that is, given an 
explosive mixture in the cylinder and a 
spark, and there must be an explosion. No 
matter how puzzling a form the trouble 
may assume, they do not come to the con- 
clusion that the engine is "hoodooed" and 
that no matter how good a mixture is sup- 
plied nor how much of a spark there may 
be, it will refuse to explode. They are the 
kind of men who are not indefinitely halted 
by the wayside through minor troubles, 
and regardless of how green he may be at 
the outset, every motorcyclist will find it 
greatly to his advantage to make a study 
of his machine so that he may likewise, in 
the fullness of time, come to realize that 
it is but a piece of mechanism that will 
always respond to intelligent treatment and 
that it does not partake of the supernatural. 

The young man who bewails the lot of 
"the poor amateur who finds it hard to 
make a living out of the game," is unfor- 
tunate in his choice of words. Even milder 
statements than that have been known to 
attract the attention of the governing 
authorities to such interesting amateurs. 


Suggestions of the De Soto Road. 

Editor of the Bicycling World: 

Every once in a while it happens that 
some loud mouthed chauffeur or petty 
newspaper scribe in an effort to gain notice 
or distinction in the automobile community, 
speaks ill of the possibilities of the bicycle. 
For instance, one of the dailies of St. 
Louis, recently let it be known that an 
effort would be made to break the auto- 
mobile record from St. Louis to De Soto. 
To make plain to the uninitiated that a fast 
run on this historic course is a feat worthy 
of especial notice, it was stated, that, the 
run to De Soto used to be a nightmare for 
cyclists even when the roads were in perfect 
condition." While it is true that the hill- 
climbing feature of the De Soto road is not 
an exercise to be recommended for invalids, 
it is also true that from the day of the high- 
way's discovery to the present time, the 
run is regarded by St. Louis wheelmen as 
one of the finest in the country. The mag- 
nificent scenery and the exhilirating coasts 
over its long winding hills repay one many 
times over for the labor expended in as- 
cending the heavy grades. 

Outside of a few cases, probably the only 
wheelmen who ever experienced a night- 
mare on the course were some of poor old 
Chicago's fast bunch, when they were intro- 
duced to that upheaved country in the early 
days of since the St. Louis "toughs." 

When it becomes necessary for any one 
to describe the road, it is quite impossible 
to refrain from associating the bicycle with 
it. It was in 1883 that six members of the 
long since defunct 'Frisco club discovered 
this highway, and it is to these wheelmen 
that we owe the names of "Maxville," 
" 'Frisco," "Hell and Damnation," "Kimms- 
wick," "Bulltown," "Rogers," etc., to desig- 
nate the more prominent hills. While they 
were not quite successful in renaming a vil- 
lage, they at least caused it to be known by 
two names. 

For many years there was to be seen on 
the bank at the top of 'Frisco hill, the word 
" 'Frisco Hill," spelled out in large letters 
composed of stones, for when these hardy 
cyclists reached the summit of that up- 
heaval, they evidently concluded that there 
were more loose stones in the road than 
there was any practical use for, so they 
utilized them in naming the hill after their 

At tliat time a bicycle rider was not con- 
sidered fashionable unless he descended 
hills with his legs on the handlebars of his 
high bicycle and while thus coming down 
the slope that leads into the village known 
then as Antonia (25 miles, or about half- 
way, out from St. Louis), a large bull was 
suddenly seen to occupy the whole road. 
I believe it was the late Cola Stone, who 
being unable to check his speed, jabbed the 
bull in the ribs with the front wheel of his 
"ordinary." Stone himself "never touched 
'em." Not knowing the name of the ham- 

let where this incident occurred, it was 
referred to as "Bulltown." 

From that day to the present time, this 
highway, with its attendant fascinations, 
became a popular one with St. Louis wheel- 
men, and the De Soto course was known 
the country over for its terribly wrinkled 
surface. Wheelmen always called Antonia 
"Bulltown," and bye and bye the natives 
also acquired the habit of calling the village 
Bulltown, so that when one consults a map 
nowadays, the town is designated as An- 
tonia or Bulltown. 

The De Soto road is not the only one that 
bears names first used by the pioneers. 
There are many other hills and places 
nearby St. Louis, that are known by names 
used by the early tourists. In conclusion, 
I wish to say that the road riders of St. 
Louis cover miles and miles of roads where 
the fumes of gasolene never have been 
smelt and probably will not be for some 
time to come, unless there is a good deal 
of "fixing up" done in the near future. 

It is an ignoramus indeed who refers to 
a boulevard like the De Soto pike as a 
"wheelmen's nightmare," and inasmuch as 
nothing has appeared regarding the success 
of the attempt at smashing the automobile 
record to De Soto, if indeed, such a record 
exists at all, it is quite likely that there are 
others who are having "nightmares" on 

Long Marker Lifts his Voice. 

Editor of the Bicycling World: 

In the Bicycling World you mention that 
your paper has time and again insisted that 
a different method of running handicap 
races should be inaugurated, because of 
the loafing of the long markers. Now in 
justification of the handicap men I wish to 
say that in my opinion the only remedy is 
to remove the cause of the loafing, and that 
is to give good, fair handicaps, and not 
frame up races to suit the scratch men. I 
have known' of instances where men have 
ridden out from fair handicaps, and when 
they were in the lead on the last lap, an- 
, other lap has been rung in to give the pro- 
fessional amateur scratch men a chance to 
get up. I can prove this. 

On the other side of the pond fair handi- 
caps are allotted, and they have not so 
much pity for the poor amateur who finds 
it hard to make a living out of the game. 
As it is in this locality, it is useless to ride 
out from your handicap. Yes, that would 
be a fine ruling for the amateurs of this 
country — that when the long markers are 
overhauled they must drop out. They 
would not then be in the way of the pro- 
fessional amateurs who need the money. 

The handicapping in this country is some- 
thing wonderful, anyway. One man starts 
on 120-yards, wins prizes and remains on 
the same mark. Another starts on 90 yards, 
wins nothing, makes a kick about his handi- 
cap, and is put back to 75 yards. And the 
protest was a polite and respectful one, too. 
New York. 




C. R. C. of A. "Gets Back" at Him at Last 
and Brings out Opinions. 

If Peter A. Dyer had not acted so during 
his term as president of the Century Road 
Club of America, it never would have oc- 
curred to his fellows that he deserved 
watching. But during the 24 months that 
he was in office he did some things in a 
way all his own and, though he was very 
quiet about it, the members of the organiza- 
tion "got onto him" and it was not long 
after he retired from the presidency that 
they made up their minds that he would 
bear watching. 

Among the things it was Dyer's habit to 
do was to go down deep into his pocket 
whenever funds were needed for any pur- 
pose. The number of watches and bicycles 
and other things he paid for in order that 
the prize lists of his club's events should be 
impressive, is not a matter of record, but 
it is a matter of common gossip, unusually 
well founded, that in the course of one 
season. Dyer's freehandedness in this re- 
gard entailed an outlay of all of $1,000. 

On Thursday evening last, 29th inst., at 
Terrace Garden, New York, Dyer was told 
what the club thought of him and then they 
gave him a watch — a fine one of gold and 
suitably inscribed. It all happened at the 
dinner given that evening in honor of Mr. 
Dyer. A. G. Armstrong, his successor as 
the head of the C. R. C. of A., made the 
presentation speech. He paid him just 
tribute and said frankly that but for Mr. 
Dyer's work and liberality it was doubtful 
if the Century Road Club of America would 
have remained in existence. 

Mr. Dyer responded modestly and appro- 
priately. He was deeply grateful and would 
cherish the gift which made him feel that 
his efforts had been not wholly in vain. He 
sketched briefly the career of the organiza- 
tion, remarked that it was known wherever 
bicycles were used, and that one of its arc- 
tic exploring members, Spencer Stewart, 
had planted one of its little flags directly 
beneath the stars and stripes not far from 
the North Pole. He referred to the split 
of a few years ago which led to the forma- 
tion of the Century Road Club Association 
as a national body and said while he had 
friends in both bodies and was devoid of 
any bitterness of feeling, he had cast his 
lot with the "Americas," solely because he 
believed, as he still believes, that the name 
should be preserved. In the light of to- 
day, it was clear that most if not all of the 
causes of the trouble, were unnecessary and 
for his part he hoped that both organiza- 
tions would join forces and work as one 
for the good of cycling, in which he be- 
lieved a substantial renewal of interest is 
sure to be brought about exactly as has 
been the case with other sports and pas- 

D. M. Adee, president of the Century 
Road Club Association, who sat at Presi- 
dent Armstrong's left — Mr. Dyer was at his 
right— followed Mr. Dyer, whom he said 
was his friend and well deserved all the 
honors paid him. Adee also expressed 
the hope that the two organizations would 
come together and said while he had served 
the "Americas" as first vice-president, his 
one regret was that he had refused the 
presidency when it was tendered him. Had 
he accepted it he felt that he could have 
prevented the split in the organization and 
the resulting ill-feeling which happily had 
now almost vanished. Mr. Adee also re- 
marked what is not generally known — that 
originally the Century Road Club Associa- 
tion was part and parcel of the "Americas," 
having been formed solely to support a 
club house in New York, which service was 
'not within the province of the national 
organization. Mr. Adee then launched a 
plea for purer amateurism. He recalled the 
days when men raced for blue ribbons and 
contrasted it with the present when "honest 
graft" and the spirit of "what is there in it 
for me" is uppermost. He deplored mer- 
chandise as prizes. He believed in medals 
and pointed out how wrong and how great 
is the incentive to dishonest amateurism, 
when bicycles, watches, clocks, pianos and 
other such saleable goods are offered as 
trophies and are given without one word 
of enduring inscription. He urged more 
sport for the sport's sake. 

R. G. Betts, who was introduced as one 
of the two men who organized the Century 
Road Club, pleaded guilty to the charge 
and told how his lonesome vote has elected 
the other fellow, William Herrick, the first 
centurion, leaving him (Betts) the distinc- 
tion of having been the only and original 
high private. He had grown away from 
the club and from Chicago, he said, and was 
present chiefly to "Show his appreciation of 
a rare and unselfish worker whom he knew 
rather because of his deeds than because of 

"Serving an organization is too often a 
thankless task," said Mr. Betts, "and occa- 
sional evidence of appreciation such as 
shown Mr. Dyer is all that makes it seem 
worth while. Usually the sum total of 
appreciation is contained in a perfunctory 
motion thanking the retiring officials in a 
bunch, which motion, of course, includes 
the son-of-a-guns who have never turned 
a hand not less than the men who have 
sweated blood trying to serve the organiza- 

Mr. Betts urged that the two organiza- 
tions end the period of talk and not only 
get together, but that they exist for more 
than riding centuries and promoting road 
races. He said that the chief cause of their 
separation — a grossly delinquent official, 
whom he knew well — was a most unworthy 
one and should not be permitted to keep 
them apart. With one big organization the 
sport of road racing could be controlled and 
kept clean by a system of registration and 
by alliances with other sports governing 

organizations. Nothing of the sort could 
be done by a divided house. He also ven- 
tured the hope that now the Century Road 
Club flag had been planted near the North 
Pole, that it might be seen occasionally 
away from the Merrick road on Long Is- 
land, as, for instance, on the good roads in 
other parts of New York and in New Jer- 
sey where there were' things to be seen 
and liquids to be had. 

President Armstrong assured Mr. Betts 
that conferences were in prospect and that 
efforts were making to bring about amalga- 

Harry Early, chief centurion of New Jer- 
sey, Fred E. Mommer, national secretary, 
Charles E. Nylander, ex-national secretary, 
Charles Mock, "king of road riders," and 
S. M. Popper were among those others who 
made remarks, nearly all of them breathing 
good will to Dyer and a desire to make 
one big organization of the halves that have 
existed since 1901. 

Irvington-Millburn now Assured. 

Praises be to Allah, or rather to the 
Bay View Wheelmen! The energetic New- 
ark (N. J.) organization finally has decided 
to run the good old Irvington-Millburn 
road race, after all. As usual, it will take 
place on Decoration Day, May 30. For 
some time past the Irvington-Millburn has 
not been a paying proposition, and this year 
it was decided to make a personal canvass 
among the men who have businesses along 
the course, and who thereby profit by the 
race, to see what help could be expected. 
Evidently the business men have arisen to 
the occasion, as Captain Jack Wuensch 
this week sent out notices to the effect that 
the race would be held as usual. 

Self-Heralded Champion from Germany. 

All the daily papers of Monday morning 
announced that Edwin Koenemann, the 
"champion Bremen cyclist," had arrived on 
the steamer Finland, from Antwerp. Just 
what Koenemann, or whatever his name is, 
wants in America is not stated. He is cred- 
ited with being the holder of the North 
German record for 69 kilometres and 736 
metres. As it will soon be time to open the 
Madison Square Garden and Vailsburg 
tracks, it would be a good thing to look up 
the young man's record and antecedents, 
especially as some of the recently turned 
amateurs maintain they will not ride as 

Perkins Wants Lamps on all Vehicles. 

Assemblyman Perkins, of New Jersey, 
has taken a step in the right direction. On 
Tuesday of this week he introduced into 
the New Jersey State Legislature a mea- 
sure which, if passed, will compel all vehi- 
cles that use the public highways to carry 
lights at night, two on each side, and they 
shall be kept burning brightly from one 
hour after sunset to one hour before sun- 
rise. The bill is, of course, designed to 
affect horse drawn vehicles. 






Father of Coaster Brakes 

and still 

The Head of the Whole Family 

Our printed matter is both^ 
interesting and instructive 




Hence Tigers' Home Trainer Tournament 
was not all Joy — McDonald Wins. 

Evidently a mysterious force is working; 
against the success of the home trainer 
bicycle tournaments in this part of the 
country. Two weeks ago, " at the, ;meet 
of tlje' Century Road Club df America, m 
Brooklyn, one of the rollers grew "sulky," 
so that it was early in the morning before 
the last of the heats was concluded. The 
game hard luck attended the meet pro- 
moted by the Tiger Wheelmen, held in the 
jTurn Hall, at Fifty-fourth street and Eighth 
avenue, New York City, last Saturday night, 
^4th inst. 

In the afternoon, previous to the meet, 
the rollers had been thoroughly tested and 
proven satisfactory. When the first heat 
was called at 8:30 p. m., the roller on ihe 
ifight side went out of commission, which 
necessitated delay after delay, until finally 
nearly half the riders were forced' to ride 
alone on the working side. 

So far as attendance, enthusiasm and 
^ood ^port is concerned, the meet was a 
decided success, although there were one 
or two occurrences which were not to the 
liking of those personally interested. The 
little' haU was crowded, even to overflowing, 
so that many of the spectators were coift- 
oelley to seek room at the Bar in frorit, 
whichj^ probVbly/.was agreeable to them. 
!j The events were run in two heats, each 
rider going a mile from a standing start, 
^nd the best average time to' count in the 
distribution of prizes. Urban McDonald 
scored the best average time — 1 minute llf^ 
seconds — only beating out Marcel Dupuis, 
of the Roy Wheelmen, by three-fifths of a 
second. Many considered the outcome un- 
fair, but as a formal protest was not lodged 
with the referee, the victory was given to 
McDonald, of the promoting organization. 

It was advertised that the meet would be 
a "professional and amateur" affair, but it 
was distinctly the latter, though this was 
not the fault of the Tiger Wheelmen. Tom 
Butler, John King, Joe Fogler, Carl Lim- 
burg. Will Lee, George Schreiber, W. F. 
"Hobo" King and E. F. Root all had prom- 
ised faithfully to ride, but with the excep- 
tion of the two last named — Root and King 
■ — the "pro" bunch characteristically failed 
to live up to the letter of their respective 
promises. However, Root and King were 
joyously received and made up for the 
shortcomings of the absentees jby riding" a 
fest race. 

" The match race jjetween- Root and King 
was at half a mile, in one heat, and it was 
announced for a stake of twenty-five dollars 
— the winner to take all. Root took the 
left rojler and JSAng the other. They were 
sent off fi'oln a flying start' and the spec- 
tators began to cheer when, at the one- 
eighth mile mark both hands were even on 


^.steadily ajiead,_ajad at.Jihe finish,..about„ 
200 yards in the lead. The time was an- 
nounced as 24 seconds, which, if cc>jTect,. 
equals the record made two- yea;cs ago' at: 
the Sportsman's Show in Madisoh Square'^ 
Garden. ' ' ■ ..-■' '" ' ■■ : 

Fifteen amateur riders contested for the 
prizes in the feature event, and as one side 
of the machine was put of business, nine of . 
them in the first heat had to ride individ- 
ually. The first- to ma^e the attempj; was. 
Leo Stemmle, of the Tiger Wheelmen, and 
he was clocked at 1 :28j^ for the mile. Then 
little Maurice Stuyck, Roy Wheelmen, did 
it in 1:32. The 'times of the other riders 
who rocje individually in th^ first heat, are 
as follows: H. H. Hintze, \Valtham, Mass., 
1:27 Ys; Frank Lang, Edgecombe Wheel- 
men, 1:25; Louis J. Weintz, New York Ath- 
letic Club, 1:17; Urban McDonald, Tiger 
Wheelmen, 1:124^; J. A. Reynolds, Tiger 
Wheelmen, -1:21 J/^j Nick Kind, Edgecombe 
Whe'elmen, 1:34%, and 'Otto Brandes, 
Edgecombe Wheelmen, 1:21. ' ' 

After this the other roller was fixed up 
and George B. Hunter, Tiger Wheelmen, 
ani^ Marcel Dupuis, Roy Wheelmen, were 
pitted against each other. The individual 
champion won an easy victory, "his time 
being 1:13 against Hunter's 1:16|.^.'' The 
next two to contest were Watson J. KUic- 
zek, of the Roy Wheelmen, and Fred 
Zapke, of the Tigers. Kluczek was timed 
at 1:155^ and his competitor at 1:21%. The 
last pait in the first heat was W. C. "Bat- 
tling" Nelson, of the Y. M. C. A., Brooklyn,' 
and Charles P. Soulier, Tiger \yheehTien. 
"Battling" Nelson did not wage warm vvar" 
and Soulier finished far ahead of his friend 
from across the bridge. 

Especial interest was centered in the run- 
off of the second heat as it vvas seen that 
the fight really centered between Pupuis, 
of the Roys, and McDonald, of the Tigers. 
Being in reality a struggle betwefn clnb.=:, 
enthusiasm ran high and the two factions 
helped add to the din by cheering for their 
respective favorites. Kluczek and Zapke 
were the first pair on the machine, and 
Kluczek gave a good exhibition in 1:13% 
Then followed Hintze and Lane, to be sup- 
planted in turn by Reynolds and Kind. 
Kind fell before reaching the one-eighth 
and was later given another tripl. In the 
next race, between Stemmle and Stuyck, 

.. -t-hejarmerls ,chainJjrok-c..^t . the-three-q-n^- 
ter mark, and according to the rules he was 
; Then Weintz and McDonald ninunted the 
, platform, the latter winning th-; toss, anjl 
(taking the left roller which, if tV:e truth be 
told, proved to be much faster tlian th'e 
other. Somebody foolisWy y.sUed 'Stopi*' 
-just after -the men got off, and jn trying 
to back pedal McDonald fell. Getting set 
.•bncfe .more, the word was given t6 go, anil 
the riders bent to their task. In the course 
of the hand's revolutions around the dial; 
the one which denoted the roller McDonaljl 
was upon was seen to jump spasmodically, 
and it is estimated that he gained at least 
100 yards. The Tiger Wheelman's timte 
for the heat was l-.lQYs, which gave him -ft 
net average time of 1:1 1?^. Dupuis rode thB 
opposite roller in his second trial and wa| 
timed at 1:11%. ,1 

It was rather unfortunate that the rolled 
displayed a tendency to be erratic, theti 
there would have been no question as to tl^B 
respective merits of Dupuis and McDonalcf 
When someone attempted to console tlie 
young Frenchman by telling him that the 
second prize was nearly as valuable as th.e 
first,'Dupuis scornfully replied: "Sacre! |* 
was not the prize; it was the honaires 
Dupuis now intends to challenge McDonf 
aid to a match race to settle the question 
of home trainer superiority for once ana 
alj. ^ :1 

' Tb'e summary, giving the itime'made ifl 
each" heat and the averagfes, js cont''ained iS 
the appended lable: - ' ' ' ■ 

■Vandendries Victor in Armory. ) 

W. "Vandendries was the all-around win[ 
ner in the bicycle races at the Twenty-sec- 
ond Regiment armory, Monday night ojE 
this week, crossing the tape first in the on^ 
and two-mile handicaps. In the iorra^t 
'Vandendries had an easy victory, leading 
all the way from the ten-yard mark. F. EL 
Adams, on scratch, finished second, anS 
H. 'V. Reid, with forty yards, was thir(J 
Time, 2:34. 'Vanden Dries was moved back 
to scratch in the two-mile handicap and after 
a good sprint with L. J. Weintz, of the New 
York Athletic Club, who had forty yard^, 
succeeded in annexing the first prize. H. "Vl* 
Reid, sixty yards, was third. The tim6 
was 5:15%. " ' 

Pos. Rider. 


1st Heat 
M. S. 

1. Urban McDonald Tiger Wheelmen 1:12^ 

2. Marcel Dupuis Roy Wheelmen 1:13 

3. Watson J. Kluczek. . .Roy Wheelmen 1:15% 

4. George B. Hunter. ... Tiger Wheelmen 1:165^ 

5. Louis J. Wein'tz New York Athletic Club M? 

6. Fred Zapke Tiger Wheelmen 1:21% 

-7. Charles P. Soulier. ... Tiger Wheelmeii 1:21^ 

8. Otto Brandes Edgecombe Team 1:21 

9. J. A. Reynolds Tiger Wheelmen 1:21% 

10. Frank Lane Edgecombe Team 1 :2S 

11. H. H. Hintze "Waltham, Mass.. l:27>i 

12. Maurice Stuyck Roy Wheelmen. 1:32' 

13. Nick Kind ..Edgecombe Team 1:34% 

14. Leo Stemmle Tiger Wheelmen 1:28% 

„l|.;jaL G. Nelson..- ^. M.C. A. Brookjya, . .-; .,-v- .l':34- ,- 

2d Heat 

Average - 

M. S. 

M. S. ' 






1:14% 1 






1:19% , 




1:215/3 \ 


1:213% ' 









-^-i^Sd -no^nmsh 



The Time 

To Place Your Order is 


2 h. p. Yale=California, $175 

April and May always bring a lot of ''hurry orders" and it is the 
man who is "first in line" that gets his machine quickest. Why not be 
that man and get every possible day's use out of your machine? The 
public is realizing what grand value we are offering for $J75 and the 
demand growing with the days. Are you next in line? If not, why not? 

There's nothing the matter, either, with the demand for 

YALE and SNELL Bicycles 

We have made record shipments to date and with the roads clearing 
and the weather becoming balmy the rush of purchasers is beginning. At 
this moment, however, we can take good care of orders and make prompt de- 
liveries. It"may be different a week or ten days hence — therefore act promptly. 


Toledo, Ohio. 

OHICAQO AQENT— I. H. Whipple, 260 W. Jackson Boulevard. 




How it is Constructed and how it Operates 
— Simpler than it Appears.' 

To the motorcyclist who has kept in mind 
the rudiments of magnetism as explained in 
the Bicycling- World of last week, and who 
gained a clear comprehension of how the 
whirling of a coil of copper wire between 
the ends of horseshoe magnets or "mag- 
netic field" cuts the "lines of force" and 
thereby produces a current of electricity in 
the wire, the understanding of the magneto 
itself will be a simpler matter. 

To take up the magneto itself, it is com- 
posed of an enlarged edition of the ordinary 
horse shoe magnet, which forms the mag- 
netic "field" and is permanent because 
formed of what are known as permanent 
magnets. Once magnetized they hold this 
mysterious force in distinction with the 
electro-magnet which is only magnetic 
when a current is passed through its coils. 
The latter describes the armatuf^ of the 

Fig. a. 

magneto or the wire wound piece of iron 
that is revolved between the ends of the 
magnets. The iron forms the core, the 
wire the winding and the shape and position 
of the complete armature in place are 
clearly shown in Fig. 1. The magnets are 
compounded, that is, placed one on top of 
the other, and three pairs used in order to 
increase the strength and give the requisite 
length. At their ends semi-circular pieces 
of iron called "pole pieces" are bolted to 
enclose the armature. The winding consists 
of as many turns of insulated copper wire 
as the hollow space on the H-shaped core 
will accommodate. With the addition of 
collector brushes, the machine is complete 
and power to turn it is the only requisite 
to cause it to generate current. In order 
to simplify the wiring, one of the leads or 
outlets of the current — the negative — is 
"grounded" to the frame of the machine. 
Instead of being led outside, the end of 
the wire is connected to the core. The 
positive wire is led out through the hollow 
shaft of the armature to a copper button 
insulated from the rest of the shaft and 
against which a collector brush presses. 
The current generated passes out the posi- 
tive lead through the brush and finds its 
way back through whatever the magneto 
itself may be attached to— the frame of the 

engine in the case of the motorcycle. This 
comprises the complete current generating 
plant and as long as it is turned at the 
proper speed, which in the case of the 
magnetos built for motorcycle use, has such 
an extremely wide range of variation that 
it will fire the charge as long as it is turned 

Its absolute simplicity cannot but im- 
press itself upon the beginner, particularly 
one who has all along regarded it as a 
mystery beyond any but the most learned 
grasp. There is but one moving piece 
in the entire machine. The latter is so 
well protected that it is proof against any 
accident short of one that means total dis- 
integration. In this connection, a further 
principle may be brought out to advantage. 
Magnetism travels in a circuit the same as 

Fio. I. 

a current of electricity. Hence the keeper 
of the schoolboy's little horseshoe magnet. 
If left off for any length of time, the mag- 
net loses its strength and finally becomes a 
mere piece of steel. The same applies to 
the magneto. The armature is its "keeper"; 
it provides a path or circuit for the magnet- 
ism which is invisibly flowing all the time 
in the direction shown by the arrows in 
the left hand figure of Fig. 2. On turning 
the armature it will be seen that these lines 
of force are abruptly cut by the latter. At 
the position shown on the left the magnetic 
flow is of the greatest intensity, on the 
right at. the least; midway between these 
two positions, it will be apparent that the 
armature will be cutting the greatest num- 
ber of lines of force and the current pul- 
sation will be at its highest value. This 
magnetic flow and the necessity for a mag- 
netic circuit will explain why a magnet 
"dies" or loses its magnetism — simply be- 
cause it cannot flow and so "leaks" away. 
Steel will also lose its magnetism through 
being heated beyond a certain temperature 
and through being subjected to constant 
heavy vibration, but well made machines 
have not been found to suffer from either 
of these causes in motorcycle service. 

What becomes of the current when it is 
generated and how is it utilized? The latter 
question will naturally answer itself, for 
even the rudiments are above the motor- 
cyclist who does not know the spark plug 
and its functions. But as to the steps be- 
tween the magneto and the spark at the 
plug, there is a different tale to tell. As 
already stated, the magneto will continue to 
produce a current as long as it is turned. 
But it is a low tension, or low potential, or 
low voltage current — all of which mean 

the same thing; it is delivered at low pres- 
sure. But a low tension current will not 
bridge an air gap which presents a very 
high resistance to the passage of the cur- 
rent and this is increased by the presence 
of the compression in the combustion 
chamber. In order to bring about this 
change of character, the current is passed 
through a transformer or induction coil, 
the principle of which will be clear from a 
knowledge of those of current generation 
already explained for they are very similar. 
Passing a coil of wire before the poles of 
a magnet induces a current in the wire, as 
in the magneto. Passing a current of elec- 
tricity through one coil of wire, will induce 
a current in another coil of wire held close 
to the first, and this is the induction coil. 
In both instances, the addition of a soft iron 
core and placing both in as close prox- 
imity as possible greatly enhances the re- 
sult produced. The character of the current 
induced in the second coil of wire will vary 
with the size and number of the turns in 
the latter. The induction coil used on tha 
motorcycle is what is known in technical 
parlance as a "step-up transformer" in that 
it' converts a current of low tension into 

Fig. 3. 

one of very high tension. It is composed of 
a winding of two or three layers of heavy 
wire on a core made up of a bundle of soft 
iron wire, and directly over the primary 
winding and as close to it as proper insula- 
tion will allow, is the secondary winding, 
composed of thousands of turns of very fine 
wire. The latter does not increase the 
amount of current, it merely alters its 
character, and barring the loss in the trans- 
formation the amount is always the same. 
Thus, if the magneto generates a current of 
10 amperes at 10 volts, and the induction 
coil raises the potential by 1,000, the out- 
put of the latter will be 00.001 of an ampere 
at 10,000 volts. 

While the magneto continues to generate 
a current as long as it turns, this current is 
only needed at a certain portion of every 
stroke of the engine. This calls for an ex- 
planation of another characteristic of elec- 
tricity known as "self induction"; that is, 
when a current flowing through a circuit, 
is suddenly interrupted, it tends to rush or 
surge and assumes a greater value for some 
purposes, notably that of producing a spark 
for ignition, than when allowed to flow 
continuously. This is the office of the con- 
tact breaker on the motorcycle engine. And 
this is greatly enhanced by the addition of 
a condenser in the circuit — a piece of ap- 


paratus ,that involves too much to be 
'expfai^i'A ^''irl'-c'onnectib'n"' with' the ^ present. 
'its pTa'^e'^n'tK wiring- is' indicated below 
'iixd' t& tfie'rigbt 6t the rnagneto itself in 
"Fig. '3.' Where- dry tiatteries are used to 
s¥pply!'th'^ 'current for -ighitioh the contact 
■'S'r&ker ''^serves to keep, the' circuit . open 
and tliVti'attVry idle'except' jast yvhen it is 
wanted and: then rt closes a'path ' through 
the prinlai;y of ■,|;he inductiDrl' coil, and a 
fraction" 6't a' second later the' current' is 
Vic^lently interrupted which causes a surge 
:bf thf "current and results in a spark at the 
plug.'. In't.h'e'case of magneto, ignition, this 
is feve'rsed. The curren,t is always flo\ving 
thrpugii,' a' closei;!' prcuit ftfrrned by the 
^;o'i;iis. ,qf.'''tlife contfict breaker. " .The latjter 
i^tiiiiea top'p.erate a't^a.poiijt vvlien .the arin- 

numfieV' o\ 'lines ^o'f 'force. '"In '.PtK^r wo'^.'js' 
tlie '"ajriount 0! 'current deljyered is fljeri 

greatest and this period' varies, over a Suiii- 

fh^iin;'^ •-}]-> i'-- "I .' '^1^'','' "■ t . io.'^'tr," '■' ' '(.,"■■ 
cieritlAf. wide rjing.e to. permit' of advancing: 

or refardirig ihe time of ignition. /WJien 

the contact breaker, points ape. lifted apai^t 

l-'^j cto r^^if li^""' ^T^"^' ,-''■ T rl 1 i^'l -I "■ ' 
by.tTie tufiiing' of .tne engine they open a 

path throue-h the primary winding of .the u! , Tam-nTr:.T-n f:,',-' ,': ■''\:-'' '- 'v j~"''„ 
coil and tTiis is aa suddenly interrupted as 
c:n_, ij. •;: f:3'J A'vr ^ci^^tn'j .-,!! .'■ i ;-' xi ''it.' -i 
in tlie case of the battery current. Both, ot 

course, produce the same result. 

This cycle of operations may be traced 
by referring to the connections outlined in 
Fig. 3. The wires from the armature are 
shown leading to the contact breaker, the 
latter providing a direct path for "the cur- 
rent. But the contact breaker is also con- 
nected- drrertly with the primary windings 
of the coil, so tfiat tHe moment the circuit 
through the pointp is interrupted as already 
explained, the current is shunted through 
the coil and suddenly cut off, which results 
in a surge of current in the secondary and 
a sparse at the plug. The primary coil is 
represented by a'heavier line at the left and 
the secondary by the ligfht waved line at the 
right. .From a study of this as well as of 
what p'receeds it, it is evident that the 
difference'between the employment of mag- 
neto ignition on the motorcycle and the 
dry battery is' simply in the' form of the 
current generator, and the fact that the 
magneto must be run from the engine. With 
few exceptions this is carried out in Conti- 
nental practice by placiiig a small sprocket 
on a protruding end of the crank shaft of 
the engine. A similar sprocket is placed 
on the' magneto sh'aft and an ordinary light 
bicycle chain connects the two. This is 
usually protected by a case to prevent the 
enti-ance of dirt. As the magneto will 
operate equally well in any position, it is 
placed in whatever location strikes the de- 
signer as most convenient, so th&t in some 
instances it is inverted directly under the 
engine and the operating chain is vertical. 
In others it is at the side, and in still others 
in froiit of the engine as shown by the ac- 
cornpariying sketch of a European motor- 
cycle, 'and this position is the most usual. 
As one connection from the magneto arma- 
ture is grounded, as already explained, and 
the'sariie vs tHe' case wrth ' one of the teN 


rninals of the primary coil or the contact 
breaker, ■ there is 'but one wire necessary 
■here. ' The spark plug and biie'side of the 
'secondary winding of the induction also 
being grounded; but two ' or three short 
pieces 'of wire are required in all;' thus 
makihg the wiring extremely simple: " The 
time of ignition is' advanced or retarded in 
exactly the same manner as where the bat- 
teries are used, that is, by shifting the 
position of the contact breaker which causes 
the magn'e?o circuit to open sooner or' la'ter, 
as the case may be. ' ■'- ' 

All this lengthy explanation of the -why 
and wherefore of the" magneto -will 'doubt- 
less strike many as sotnethi-ng eWtirely^ n'ew, 
but the great majOrity-iif |those sa'me'inbtor- 
cyclfstB •ha?e''-'b%SH'-^'^n"'cl(Ds'e' pr6'xii'ni't'y''''tb 
i?i'agW'eto's'' fcA-;^" Jkrge '.pkrt ' of '■fhli'?^'li'4'fe^ 
ancf fiiah^ ' is'fe ' theiri ''daily,' -althbu'gii ' wlMly 
oblivious of the fact. In^he old style tele- 
phone in which it is necessary td^give the 

i:; /■'■■■■ 

sHowiNcJ ma^;neto AS applied to a motor. 

■''■'" '-' ' ■'■ '' ^BicYcCk"''' ■■ ■""' ' •' '■*"' ■' 

ci^ank a few sharp turns before -lifting the 
receiver to call "central," the crank is biit 
the outer end of such' a magneto as has just 
been described and' about the same size as 
those used on foreign motorcycles.' Natur- 
ally there can be no comparison between 
the amount of service to which a telephone 
is subjected and that rendered by a motor 
bicycle, and tJie magneto for the latter is 
made more powerful in consequence as well 
as stronger' in every detail. But no more 
conclusive answer as ' to the niagneto's 
reliability can be given than to refer to its 
years of service on the telephone where it 
still does duty in the rural districts to the 
number of many thousands, if not hundred 
thousands. And some of those same mag- 
netos have been in constant use for ten to 
fifteen years'. ' ' . 

But what is to be done when the machine 
goes wrong on the road? This is the first 
and practically universal question asked and 
the asker usually regards it as putting the 
quietus on the subject for good and all fpr 
he can conceive of no reply. Long con- 
tinued familiarity with the "dry battery has 
bred that contempt expressed by the trite 
saying. And when the batt'ery is no longer 
any good, nothing could be simpler, except 
another. But like the topical song, "'What 
are you going to do when the rent comes 
around" and the magneto' fails to respond? 
Take off the cover and examine the contact 
of the brushes against the end of the shaft 
— dirt and lubricating oil there will inter- 
rupt the current most effectiveiy' andl* a 

stoppage just at that point is not an uncom- 
mon sourceof trouble for it is the only part 
of the -machine," apart from the bearings, 
that is subjected to wear. 'Wear may be 
the cause of the trouble also, but in either 
.case it. is np sooner found than remedied, 
for iri the first instance wiping clean is the 
only thing requii"ed and in the second an 
adjustment of the spring so as to take'uji 
the and again press against the s.haft 
end. This is practically the only thing tliat 
can cause the magneto to cease to deliver 
a- current, short of a serious accident such 
a&%iay break some part of it.^ -■-■■• ■-■-'-•' 
:.']VIuch of the disrepute into 'wrhiefi '.th'S 
maggeto olias fallen in individual'cas^i 
undoubtedly could be traced" to other causes 
-f:=tirat',is;tp". breakdowns inrsPmerother parts 
Tjf-thfe-iigiittljion :system! which .iff the dens? 
ignorance'e user,-were.immedialely::and 
invariably.' rattributed to the. one 'thing 'hB* 
jKJnd'.hisifamprehension- — the magneto.. rTn'i 
t'.'J rlj.: VKii: '■ — ;- — ■ •■ 'iC .J0jiis.stfi 

= '"^' ■'■ The Hazard of jiocpfiig'Ldbgsr^''^'^''" 

o;i.i.': .'7 ^"J."-', ■-" ■■■'-•' ;■- r:ry>r---o-ij:i5b 

,^,Loop,ing the j.pop may .np.t prSve so.pQp- 

iitar a'' form of amusment in .the fufu-je 
arnorig pro'vrders of sensational feat's, as the 
result of a law suit just decided in London. 
The plaintiff, a woman, was awarded no 
less than $1,250 damages for personal in- 
juries which, it is alleged, were due to the 
negligence of the defendant, a Mrs. Barber. 

The case is interesting as it sheds some 
light on the so-called hazardous loop the 
lop feats on bicycles. The girl's name 
is Miss H'amilta Louisa Margaret Stamir- 
owski which, in itself, is heavy enough to 
cause the bearer of it to fall, and she be- 
longed to N. E. Kaufman's school of trick 
bicycle riders. 

Originally the "looping the loop" trick 
was dpne by "Diavolo," an American, who 
in this country is known as "Dr." Clark, .but 
he disappeared, and Mrs. Barber then ap- 
plied to Kaufman, with the result that the 
plaintiff was engaged. Kaufman was paid 
$50 a week, of which he gave Miss— the girj 
with the long name — $5, which goes to 
show that the former Rochesterian is mak- 
ing his share in the school which he con- 
ducts in Berlin. 

In performing at Sunderland the girl feil 
and injured herself severely. 'When the 
bicycle and its rider were at the top of the 
loop, a click was heard, and then the rider 
fell to the stage. In the course of the evi-. 
dence some significant tricks of the trade 
were exposed. It appears that an ordinary 
bicycle was shown to the public before the 
performance, but as a matter of fact the 
actual machine used on the loop was of 
special construction with fixed handlebars 
and pedals and connected by arms and roll- 
ers to the ring, so that it would have been 
irripossible for the rider to have hurt herself 
had not the inevitable something gone 
wrong. In plain words, the "feat" was a 
fake, pure and simple, but it required a law 
suit to expose it to the public. 

"The plaintiff was awarded $1,250 dam^ 
ages and the jury suggested to Miss Ham- 
lita ' Louisa, etc^, that she invest it wisely. 




But the Parisians had Backed Him and 
That had to do With Rumpus. 

Despite reports to the contrary that 
emanated abroad, Robert J. Walthour was 
not among the riders who were mobbed in 
the twenty-four-hour race in Paris some 
time ago, according to the Atlanta (Ga.) 
News, published in Walthour's home town, 
which also shows the interesting way of 
stopping a race if the bets of the majority 
are in danger of being lost. In a letter to 
his wife, who this time remained at home 
with the children, the American pace fol- 
lower denied the statement that he had been 
mobbed and said that he was nowhere near 
the track at the time the bottle throwing 
was going on. 

" 'Bobby' Walthour, it must be remem- 
bered," says the paper, "is champion of the 
world at pace following and is ' not a 
sprinter, so when he was asked to go into 
the race he politely excused himself. . Now 
this same B. Walthour is as big a favorite 
in France as the best French rider, so the 
management offered a price that fairly stag- 
gered the local favorite. Bobby was given 
the best rider in France as a partner, too. 
. "The time for the grind approached and 
finally B. Walthour and his racing pal came 
into the arena amid the cheers of the popu- 
lace. There were about a dozen other rid- 
ers in the race besides the boy from 
America and his French partner. About 
twenty hours of the race had been pulled off 
when Walthour's partner took a tumble. 
This put Walthour out of business. The 
lad from the United States helped his 
maimed partner out of the saucer and on 
to the main part of the city, where the 
injured one had his wounds dressed. Then 
came the fun. 

"The Frenchmen all had their money on 
Walthour and his partner, and their feelings 
were intense Against the other men in the 
race. The clock neared the twenty-third 
hour of the race and people from all over 
Paris flocked to the scene. The word was 
passed around that an accident had hap- 
pened to Walthour and his partner. With 
iiO less than seven 'sacres' the Frenchmen 
began to toss umbrellas, olive bottles, walk- 
ing sticks, lace handkerchiefs and high hats 
at the contestants. 

"The referee, who, it is understood, was 
betting on Wa.lthour, took the tip and de- 
clared all bets off." 

Spill Loses Race for Whitelock. 

. Had W. W. Whitelock not been so unfor- 
tunate as to fall just at a time when victory 
seemed assured he would have won the one- 
mile open bicycle race at the 74th Regiment 
armory gaces in Buffalo, last Saturday 
night, 24th inst. Whitelock won his heat 
handily and was well on the way toward 
the tape in the final, wi-en he went down 

on the timber. He made a quick recovery 
but the handicap was too much for him 
and Fred Schudt crossed the tape ahead, 
Whitelock, however, getting second. J. M. 
Tanner finished third. Time was 2:21. 

Three long markers ran away with the 
prizes in the two-mile handicap, J. B. De- 
vine (140 yards), D. Hitchcock (150 yards, 
and J. Scheider (130 yards), crossing the 
tape , respectively, first, second and third. 
The trio kept well together throughout the 
race and although the scratch men rode 
hard to get placed, the long markers had 
speed and endurance enough to land them 
winners. The summaries: 

One mile open, two to qualify — Final heat 
— Fred Schudt, first; W. W. Whitelock, sec- 
ond; J. M._Tanner, third. Time, 2:21. Also 
ran^R. J. Hoover, J. B. Devine, Gurney 
Schue, Ed Delling and Charles McCracken. 

Two mile handicap, four to qualify — Final 
heat — J. B. Devine (140 yards), first; D. 
Hitchcock (150 yards), second; J. Schieder 
(130 yards), third. Time, 4:17j^. Also ran 
— E. Arenz, J. Gittere, J. Newland, Fred 
Schudt, Ed .Delling, H. S. Sykes, J. Stigl- 
meier, Charles McCracken and H. J. Young. 


Small Prospect of his Riding in East — 
"Tempting" Bait for Other Cracks. 

Races that Would Increase Interest. 

"Why do not the track promoters have 
more of the 'miss-and-out' races?" queried a 
rider this week. "A miss-and-out race is by 
far the most interesting kind of event, from 
a grandstand point of view. As for myself, 
I would just as soon ride in a 'miss-and- 
out' as in any other kind of race. It keeps 
the riders continually on the alert and tends 
to make better riders of them. Besides, 
the spectators enjoy a race of this kind 
where the last man around on each lap is 
called from the track, for it invariably re- 
sults in a sprint to the tape at the finish of 
every lap. In other races there is more or 
less loafing and the 'fans' get tired of it, 
but in a 'miss-and-out' race it is 'go for the 
tape' every time. Another kind of race that 
ought to take well with the spectators is a 
judgment race. For instance, the rider 
making a mile the nearest to 2:30 or three 
minutes winning the prize. Judgment races 
are popular in motorcycle and automobile 
races, so I do not see why they cannot be 
popularized on bicycle tracks. There are 
numerous novelty races that would cause 
the public to take more interest in the rac- 
ing game if the promoters will only wake 
up to the fact." 

Americans Trounced in Paris. 

The American riders ran the wrong way 
at the opening of the Buffalo Velodrome in 
Paris, Sunday, 18th inst. Marcel Cadolle, 
Cornet and Robert J. Walthour lined up 
for an hour race behind human pace — tan- 
dems — and the American finished last. Wal- 
thour does not seem to be at home behind 
human pace. Cornet, the winner, covered 
in the hour, thirty-one miles — no mean per- 
formance. In a thirty kilometres motor 
paced race, Louis E. Mettling, the Boston- 
ian, made his first appearance, and was 
beaten by Lorgeu and Dussot 

Unless P. T. Powers and C. B. Bloemecke 
on the one side, and Nelson & Halverson, 
on the other, come to some kind of an 
agreement, Madison Square Garden and 
Vailsburg will not have Iver Lawson ride 
upon those tracks this season. The "Flying 
Swede" has been in Salt Lake since he re- 
turned from Australia and was waiting to 
hear from Eastern and French promoters, 
regarding this season's riding. 

According to a letter received by the 
Bicycling World this week, Lawson has 
just signed a contract to ride on the Salt 
Lake saucer, throughout the season. It 
also is stated that a contract has been sent 
to Paris for Frank Kramer to sign, offering 
him $1,000 to come to Salt Lake and meet 
Lawson in a series of match races, with an 
additional $2,500 if he succeeds in worsting 
the Swede. It is claimed it is not stage 
money either. Lawson and Kramer were 
the biggest drawing cards here last summer 
and if the former Buffalonian remains in 
the Mormon City all summer and Kramer 
accepts manager Chapman's proposition, 
conditions for crowd-drawing meets at the 
Garden and Vailsburg portend ill. 

Salt Lake cannot but help having a suc- 
cessful season with the top-notchers they 
already have and those they expect to get, 
if some of the riders are unwary enough to 
go out to Utah because a railroad ticket is 
sent them. At the present time, in Salt 
Lake are Iver Lawson, Walter Bardgett, 
Hardy Downing, E. E. Smith, John Chap- 
man, Iver Redman, and a few lesser lights. 
Sarnuelson and McFarland will be back 
from Australia in time for the meet on 
Decoration Day, although the former will 
not, of course, ride, as he has been indefi- 
nitely suspended by the National Cycling 
Association. Ben Munroe, who rides 
against the ponies down in Memphis, Tenn!, 
has written Chapman that he will come out 
if the management sends him a ticket, as 
has also Worthington L. Mitten, the lowan, 
who came to Vailsburg, but left heartily 
disgusted because the "boys made fun of 
him." Chapman has written to Joseph Fog- 
ler, one of the winners of the six-day race, 
offering him a flattering contract. It reads 
somewhat as follows: 

"If you want to come to Salt Lake I will 
send you transportation, the same to be de- 
ducted from your winnings." 

Of course, Fogler is going to accept!! It 
is understood that the Bedell brothers have 
been approached with the same sort of 

Just what will be doing in the East is not 
yet apparent, and until Messrs. Powers and 
Bloemecke and MacLean, who control the 
leading tracks, make public their plans very 
soon there will not be enough professionals 
left on the Atlantic coast to run a home 
trainer race. 





The 1906 Thomas Auto=Bi. 

A few things the OTHER FELLOW don't have: 

A spring fork, placing 8o% of the strain ON TOP of stem. 

Sight feed oiler, regulated while riding, (can't be clogged). 

The Thomas Patent chain belt drive, (does not stretch). 

A one piece hardened crank shaft, large enough to stand all possible strain. 

Won't you let us tell you about the other good points of the 1906 Thomas? 



Mr. dealer 

The Motor Cycle Age is here. We are here to meet it, with 







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Position and Pedal Action Count for Much 
— The Sprinter who Wobbles. 

it is worth while to cultivate the knack, for 
it may save you a nasty fall, besides en- 
abling you to obtain better results at the 
crucial moment." 


He Wants Motorcyclists to Slow up at 
Sight of one— Bill is Set Back. 

"Now that the majority of riders, in- 
cluding novices, amateurs and professionals, 
are beginning to get into training for the 
season, a few words may be welcome," says 
a professional rider who spent the greater 
part of last spring on European tracks. 
"During my stay in Paris I found that the 
European riders paid much more attention 
to their machine measurements and style 
in riding than our riders in America. When 
it is taken into consideration that they have 
the entire day at their disposal, however, 
this is not to be wondered at. 

"Position and style count for much; so 
much that, given two riders of the same 
physical ability, the one possessing the best 
style certainly ,has a decided advantage. 
When once a good position has been ob- 
tained, length of reach, distance from peak 
of saddle to centre of handlebar, width of 
the latter, and height, should be recorded, 
so that when changing mounts, the old posi- 
tion is more easily obtained. Sometimes, 
however, the frames vary, and this also 
must be taken into confideration. 

"During the firit week or two or training, 

slow work only should be indulged in, and 

-right here comes the chanc'= of getting a 

comfortable, and what might be termed a 

.powerful, pose. Pedal action is, of course, 

'most important, and an endeavor should be 

-.made to work the legs straight up and 

down, using the ankle to save the knee, the 

art being to raise the heel slightly as the 

-pedal descends to its lowest point, and 

before the pedal reaches its highest point to 

;drop the heel, thus aiding the pedal in its 

rotary movement. 'Billy' Fenn, rides, I 

think, with apparently less effort than any 

other American rider, or foreign, either, for 

that matter. , His pedal motion is superb — 

like clockwork. 

"Sit as still as possible on the machine. 
-Many novices think they can get into a 
sprint better if they wobble. Last summer 
in; Madison Square Garden, was this espec- 
ially noticeable, and many falls, and some 
of them serious, too, can be directly attrib- 
uted to this cause. In fact, I have noticed 
some of the amateurs, when at the critical 
moment, they seek to emulate the example 
of more experienced professionals, by jump- 
ing, shut their eyes, pound up and down on 
the pedals, without looking where they are 
going. The next moment there is a spill,. 
and the one who caused it is running up to 
the judges' stand, if he has breath enough 
left in his lungs, to protest because he 
imagines the rider next to him has fouled. 

"When jumping into a sprint it is usually 
a case of 'all in,' and many of the past mas- 
ters of the art ride on the pedals when 
starting their terrible sprints, but they 
never wobble. It takes long practice, but 

Mrs. Robinson as a Motorcyclist. 

One of the few feminine motorcyclists in 
the East is Mrs. Jennie Morrill Robinson, 
an enthusiastic and in fact the only lady 
member of the Waltham (Mass.) Motor- 
cycle Club. Mrs. Robinson took to motor- 
cycling like the allegorical duck takes to 
water, having ridden a bicycle for fourteen 
years. ■ Also the atmosphere of her sur- 
roundings may have had something to do 
with her choice of sport, for her husband 

is H. W. Robinson, a prominent Waltham 
dealer. This motorcycliste is one of the 
sensible George Bernard Shaw kind who 
believes in rational costume, for as is shown 
by the above photograph, snapped just as 
she was off for a fifty-mile spin to Danville, 
N. H., Mrs. Robinson rides a diamond 
frame machine and wears a divided skirt. 
The "only fair" member of the Waltham 
organization - very recently acquired a 
motorcycle for her very own, having pre- 
viously occupied the tandem seat on her 
husband's mount, but she made the change 
because, as she laughingly explained, "the 
surrounding scenery was blotted out by 
Mr. Robinson's shoulders." 

The part which the racing side plays in 
the administration of the Scottish Cyclists' 
Union was made clear by the financial state- 
ment for the past year. Out of a total in- 
come of about $1,760, including $45 brought 
forward from 1904, no less than $1,475 is 
directly traceable to the racing section. 

The amendment to the present State 
automobile law of New York introduced by 
Assemblyman A. E. Lee, has been referred 
back to the committee on general laws, 
after having been once reported favorably 
from that committee. The amendment 
which would compel motorcyclists to re- 
duce the speed of their machines to six 
miles an hour when approaching and pass- 
ing restive horses, is as follows: 

"A person operating a motor vehicle or 
motor cycle or motor bicycle shall, upon 
meeting a person, or persons, riding, lead- 
ing or driving a horse or horses or other 
draft animals, when within twenty rods of 
such horse or horses or other draft animals, 
reduce the speed of such motor vehicle, 
motor cycle or motor bicycle to a rate not 
greater than one mile in six minutes, and if 
such horse or horses or other draft animals 
shall appear restive or frightened, bring 
such motor vehicle, cycle or bicycle to a 
full stop at the distance of ten rods from 
such restive horse or horses or other draft 
animals, unless such person or persons rid- 
ing, leading or driving such horse or horses 
or other draft animals shallgive his con- 
sent not to so stop by voice, nod of head, 
or wave of hand, and, if traveling in the 
opposite direction, remain stationary so 
long as may be reasonable to allow such 
horse or animal to pass, and, if traveling in 
the same direction, use reasonable caution 
in thereafter passing such horse or animal; 
provided that, in case such horse or animal 
appears badly frightened, or the person 
operating such motor vehicle is requested 
so to do, such person shall cause the motor 
of such vehicle, cycle or bicycle to cease 
running so long as shall be reasonably 
necessary to prevent accidents and insure 
the safety of others." 

Increase in American Colony Abroad. 

Two more Americans have joined the 
Paris colony of cyclists. The last two to 
arrive were Nat Butler, of Cambridge, and 
Louis E. Mettling, of Roxbury, Mass., and 
they left this country without any fan flare 
of trumpets, either. Butler has been in 
Paris nearly a year, only returning a few 
weeks ago for a brief visit. He has signed 
to ride behind pace on. the German tracks, 
but will be back in America to ride at Bos- 
ton, April 19, May 30, June 17 and July 4, 
returning to compete in the world's cham- 
pionships at Geneva. Mettling will ride 
behind pace in Paris. National Champion 
Frank L. Kramer has arrived in Paris by 
this time, and the others there are Robert 
Walthour, of Atlanta, Ga., Oscar Schwab, 
of Newark, and the negro, "Woody" Hed- 










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Don't be penny wise and pound 
foolish and equip a leally good bicycle 
with a "just as good" lamp. The 
" night eye " is the most important 
part of the equipment of your bicycle. 
Moral : Use 


Remember that the system of gen- 
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Our complete catalogue will tell 
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This Meat-Eater Takes Small Stock in it 
and Gives his Reasons. 

"I have been much interested in the bat- 
tle that has been raging so fiercely during 
the last few weeks on the respective merits 
of flesh or vegetarian dietary," says Jock, 
in the Scottish Cyclist. "Be not afraid, my 
friend, that I am going to inflict you further 
by adding myself to the ranks of the com- 
batants. There are already on either side 
such sturdy and able champions that were 
I to venture my frail person on the field 
of battle I fear I would run great risk of 
being crushed between the opposing forces; 
but this feeding business is so important 
to the tourist that I find myself sitting in 
a remote corner of the field musing upon 
the whole subject from the point of view 
of a fairly impartial observer. 

"You will have noticed whenever there is 
a big war— I mean the real thing, when the 
sword takes the place of the mightier pen — 
that the experts who stop at home to write 
articles telling the fellows who are away 
fighting how things ought to be done, in- 
variably inform us from time to time that 
'^.n army moves on its stomach.' If they 
do -not use those actual words they use 
their equivalent. Sometimes, I think, the 
word 'belly' is introduced, but as bellies 
have long since been abolished in polite 
circles, I would not, of my own free will, 
inflict that portion of the human anatomy 
on the readers. It must not be imagined 
when the expert writes this way that he 
wishes you to understand that the fighting 
man lies prone on his face and progresses 
by dragging Little Mary along the ground, 
though I am assured by a valiant warrior 
who walked about South Africa with the 
C. I. V.'s that 'in the thick of the fight 
when the bullets are whistling round,' 
even that mode of progression has its dis- 
tinct advantages. Still, not even a critical 
military expert would dare to hint that any 
of our gallant defenders would take it lying 
down to this extent. No, what is meant, of 
course, is that unless the aforesaid collec- 
tive stomach is kept periodically supplied 
with a sufficient quantity of what stomachs 
were made to hold — you will notice I give 
no encouragement to either flesh or veget- 
able here — the members, as our old Aesop 
testified long ago, will promptly refuse to 
perform the duties required of them. 

"Now, I don't know who was the orig- 
inator of this remark about an army's 
movement, but I would wager a trifle he 
was a military man, for the average military 
man regards his class as the only one worth 
considering, the rest of humanity having 
been invented by a merciful Providence as 
a useful appendage thereto. My own view 
is that the rerriark applies more to the cycle 
touring class than to any Other, though I 
do not overlook the fact that if food be 

eliminated from the daily programme of 
others, they also will probably cease to 
'move.' In my own case, however, I find 
that the periodical demands of the appetite 
are decidedly more pronounced and more 
urgent when I am spending the majority of 
my waking hours awheel or resting in the 
open air from the labor of pedalling. This 
enlargement of one's powers of food assimi- 
lation is usually held to be a proof of the 
healthfulness of the exercise, but, unfortu- 
nately, it has its drawbacks, inasmuch as it 
constitutes the main drain on the tourist's 
financial resources. This is where the veg- 
etarian would seem to score, for, bulk for 
bulk, his foodstuffs undoubtedly cost him 
less. I may not, however, claim much ex- 
perience in purchasing provisions or in the 
open market prices thereof, although the 



exercise of an observant eye as I take my 
walks abroad has brought to my knowledge 
the fact that seven pounds of potatoes can 
be bought for sixpence, and if a man could 
train his digestive organs to tackle pota- 
toes boiled, potatoes baked, potatoes fried, 
and so on, it seems to me he would save 
considerably. I mention potatoes because 
these appear the only things the green- 
grocer puts a price ticket on, and I feel 
something of an expert in the current mar- 
ket quotations of this article, but I believe, 
generally speaking, all such products of 
the earth are infinitely cheaper when taken 
first hand, so to speak, than after they have 
been transmogrified into bulls and sheep. 

"I remember some years ago, when I was 
heroically hoarding my spare cash for the 
purchase of a new bicycle, the vegetarian 
restaurant came as a veritable boon and a 
blessing. For a sum of sixpence or eight- 
pence I could enjoy a sense of absolute re- 
pletion which, though it lacked the quality 
of permanence, and sometimes was followed 
by somewhat distressing symptoms in the 
abdominal regions, nevertheless gave me 

a sense of great satisfaction, inasmuch as I 
was reaping a great reward for the money 
expended. I must confess, though, when 
the necessary funds had been accumulated 
and the bicycle secured, vegetarianism lost 
its charm, and I reverted to the form of diet 
which entails the shedding of blood and 
other dreadful things. You see, properly 
speaking, I was not a vegetarian at all — I 
merely adopted it to get blown out at a 
minimum cost — and when I used to sit at 
table with a party of genuine 'vegs.' and 
'vems.' — pale-faced people, with pimply 
complexions and soulful eyes — I was won't 
to feel somewhat of a fraud, and that were 
I unceremoniously fired out from the so- 
ciety of the elect I would be but awarded 
my just deserts. 

"Assuming, however, that vegetarianism 
in its varying degrees is right, and that all 
other forms of dietary are wrong, an insup- 
erable difficulty appears to me to arise for 
the tourist in the practical impossibility of 
obtaining a vegetarian bill of fare when one 
is indulging in the haphazard style of wan- 
dering peculiar to the devotees of the wheel. 
The average host is obliging enough, but I 
fancy that ninety-nine out of a hundred 
hotel-keepers would 'jib' if called upon to 
provide at a moment's notice an eatable 
repast in which neither fish, flesh, fowl nor 
even good red herring were permitted to 
appear. In the realms of opinions pro and 
con which I have studied, I do not recollect 
this difficulty having been dealt with at all, 
though it is one that must appeal with con- 
siderable force to any strict 'vem;' or 'veg.' 
who essays a tour. I honestly do think that 
a nOn-animal diet would suit me personally, 
but that it does suit some others most 
admirably is undeniable; and I know some 
very fine and stalwart specimens of man- 
hood to whom the taste of animal food 
has for many years been a stranger.. 

"Perhaps in the years to come vegetar- 
ianism may become sufficiently popular to 
induce the hotel and inn keeper to be pre- 
pared for the arrival of its votaries, but 
there is no shutting one's eyes to the fact 
that the cult — if I may so term it — has been 
more or less in vogue for upwards of sixty 
years — the Vegetarian Society was created 
in 1847 — and is so little advanced in the 
est^imation of the people of these islands 
that it is almost universally regarded as a 
'fad.' So long as it is so regarded I am 
afraid it will be hopeless to find much op- 
portunity for a very extensive testing of a 
vegetarian diet for the average cyclist, who 
does not wish to be tied down to certain 
routes and certain houses of entertainment. 
The charm of cheapness would undoubtedly 
appeal to a very large class whose touring 
ambitions are not commensurate with their 
means, and I think it very probable that 
many would be only too glad to give the 
thing a trial if the difficulty to which I have 
referred were removed. It is also very 
probable that many who made the experi- 
ment would find the change sufficiently 
agreeable to their digestive apparatus to 
become permanent converts to 'food re- 
forms.' " 



How Tarring Preserves Macadam Roads. 

"Tarring French roads has as its primary 
object the preservation of the surface and 
only incidentally the laying of dust," says 
Consul General Robert P. Skinner, of Mar- 
seilles, in a report to Washington. 

"It seems to me distinctly unfortunate 
that in the United States, so much stress is 
laid on the dust problem, and so little on 
the primary construction and preservation 
of the roads, although it is obvious that a 
well-built and carefully preserved road is 
necessarily dustless. The makeshift whereby 
the common American dirt road is occa- 
sionally dosed with tar and grease of vari- 
ous kinds on the assumption that the 
French method is being followed merely 
defers the proper rebuilding of our high- 
way system. 

"It must be remembered that France is 
already endowed vifith good roads. Whereas 
in the United States the bicycle and motor- 
cycle and the automobile have come as in- 
struments to awaken interest in the subject 
of highway building, to combat the de- 
structive influences of traffic many of the 
French engineers employ the tarring pro- 
cess which aids powerfully to prevent the 

disintregation caused by wear and which 
unless arrested makes the dust nuisance 

"It has settled down to a positive con- 
viction in France that hot tar applications 
are valuable in proportion to the excellence 
of the surfaces on which they are laid. After 
two years wear no more dust is observed 
than would be the case with the ordinary 
asphalt pavement receiving the traffic of 
innumerable unpaved streets. The surface 
is intact and the sides where washing gen- 
erally occurs looks as fresh and clean after 
a rain as an asphalt pavement." 

Schwab gets in Front at Last. 

Oscar Schwab, the former Newarker, evi- 
dently is coming into his own. At the 
Velodrome d'Hiver, in Paris, Sunday, 
March 11, "Herr" Schwab won a six-mile 
point race, beating out Schuermann by four 
points and scoring over several other lesser 
lights. The time was 13:153/^. Schwab also 
rode in the international scratch at three- 
fifths of a mile, but only scored second in 
the trial heat. "Woody" Hedspeth, the 
negro, was unplaced in his heat. The final 
was won by Vanden Born. 

Why Chains Require Attention. 

In overhauling a machine, whether it be 
leg or motor driven, it is well to note 
whether the chain has become worn to a 
point where it exhibits a tendency to ride 
the sprockets. As the strain imposed upon 
the chain is vastly greater and more trying 
in the case of the motor bicycle, particular 
attention should be devoted to it at the 
opening of the season. If neglected, it will 
wear the teeth of the sprockets down until 
they become like spikes and the chain will 
jump and rattle. Worn chains are also a 
source of danger as they are apt to give 
way at any time. If they show signs of 
wear, a new chain represents the proverbial 
stitch in time, for if neglected there is not 
alone the risk of breaking down on the 
road, but the expense of new sprockets, 
for once the latter have lost their pitch, a 
new chain will not fit. 

Coxsackie Chooses its Leaders. 

The following officers have been elected 
by the Coxsackie (N. Y.) Cycling Club: 
President, Francis Worden; vice-president, 
Newton H. Calkins; secretary, E. F. Tiel; 
treasurer. Dr. Wm. I. Saxe. 


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Many Events for Motorcyclists. 

While the New York Motorcycle Club 
will repeat practically all of the open events 
with which its name has been associated 
during previous years, during the present 
season it will inaugurate a policy of con- 
tests for members only with a view of 
making membership worth while. These 
closed contests will all be held during the 
course of club runs, thus adding interest 
also to the latter. Among the events on 
the slate, the dates in some cases not being 
definitely fixed, are the following: 

April 22 (open) — Spring century run on 
Bedford Rest (Brooklyn) Patchogue course. 
May 30, Decoration Day (open) — Hill 
climbing contest. June (closed) — Brook- 
lyn and N. Y. M. C. SO-mile inter-club re- 
liability contest for Nason trophy. June 
(closed) — Photo run. After photographs a 
speed judgment contest will be held for 
prizes. July 4 — Touring party leaves for 
Rochester. July — Saturday afternoon and 
Sunday run to West Point, inspecting the 
U. S. Military Academy. July (closed) — ■ 
Speed contests for prizes. August — Run 
to Stamford to attend invitation clam bake. 
August (closed) — Brooklyn and N. Y. M. C. 
SO-mile inter-club reliability contest for 
B. M. C. trophy. September — Run to 
Highstown to meet Philadelphia Motor- 
cycle Club. September (closed) — Gymkana 
contests for prizes. September (open) — 
Reliability and judgment run to Bedford, 
N. Y., and return. October — Saturday after- 
noon run from Newburg. October (open) 
— Fall century run on New York course. 

Salt Lake to Seek Records. 

Although no less than nine world's rec- 
ords were wiped off the slate and new 
figures substituted at the Salt Lake and 
Ogden saucers last season, and that with- 
out and special effort or inducement, it is 
expected that this year will produce new 
marks for every kind of competition. To 
accomplish this, the management of the 
Salt Lake saucer has announced that it 
will make an attempt to have every existing 
record broken and special prizes will be 
offered the rider who does the erasing. The 
curtain will be raised on May 30, and from 
then on two meets will be given each week, 
and one every holiday. It is proposed dur- 
ing the season to promote a twenty-four 
hour and also a six-day race. 

C. R. C. of A. Arranges Season's Slate. 

That cycling for pleasure and for sport is 
not a dead issue in the East is evidenced by 
the schedule of runs and races, which will 
be promoted by the New York division of 
the Century Road Club of America, during 
the ensuing season. Informal century runs 
will be held every Sunday in April, and in 
conjunction with the one on April IS, there 
will be a handicap race from Valley Stream 
home, with prizes for the leaders at the 
tape. Following is the remainder of the 

Spring century, Sunday, May 13; SO-mile 

road race, Sunday, June 17; mid-summer 
century, Sunday, July 8; 10-miIe road race, 
Sunday, July IS; SO-mile pleasure jaunt, 
Sunday, July 22; double century, Saturday 
night and Sunday, August 4-S; grand com- 
bination moonlight and double century run, 
IS-mile road race, Sunday August 26; Labor 
Day, Monday, September 3, famous Coney 
Island Cycle Path race, 2S-mile handicap 
100-mile record run, Sunday, September 16 
Carnival of Sports, Sunday, September 30 
fall century, Sunday, October 7; SO-mile 
pleasure jaunt, Sunday, October 21; SO-mile 
road race. Thanksgiving Day, November 29. 

Wollenschlager Booming the Century. 

Captain P. Wollenschlager, of the East- 
ern Division of the Century Road Club 
Association, is rounding up entries for the 
annual spring century run of that associa- 
tion, which is scheduled for Sunday, April 
29. The start will be from the club house 
at Bedford Rest, Brooklyn, at 6:30 a. m., 
for the regular division, and two hours later 
for the fast bunch. "Good Old Dan" Adee 
will pace the regular division, so the 
cyclists will be assured of a "regulation" 
gait throughout. 

Walthour Wins Twice from Guignard. 

At the Velodrome d'Hiver, Paris, on Sun- 
day, March 11, Robert J. Walthour rode 
rings aroung Guignard, the world's record- 
holder, in a 20-kilometre (12j^ miles) motor 
paced race. Walthour's time was 13 min- 
utes 49 seconds, "a world's record. Later he 
again defeated Guignard by six laps in a 
50-kilo. (30 miles) heat. The time was 
36:31ys. Walthour was paced by Gus 

Bedells Find Beef Unprofitable. 

News was received in New York City 
yesterday that the Bedell Brothers — John 
and Menus — have had their effects attached 
by the sheriff. The Bedells live in Newark, 
N. J., and thought to while away the winter 
days by running a restaurant in Academy 
street, that city. Evidently they could not 
make the "beef and — — fat!" business pay 
as well as bicycle riding, for according to 
report the sheriff has levied upon them. 

Newberghs Chose their Officers. 

At the annual meeting of the Newbergh 
(N. Y.) Wheelmen, the following officers 
were chosen: President, William J. Wy- 
gant; vice-president, Charles O. Odell; sec- 
retary, Frank W. Tompkins; treasurer, John 
E. Drew; directors — R. N. Whelan, L. P. 
Brf.wn, A. H. Crawford, R. J. Snyder, W. 
J Leghorn, D. M. Sterling, W. C. Peck, 
W. J. Kohl and G. E. Halliday., . 

The Palace Athletic Club has been or- 
ganized at Salt Lake City, Utah. Just what 
its objects are is not quite apparent, but it 
takes the name of the saucer track, and as 
the names of John Chapman and F. E. 
Schefski, managers of the track, are named 
among the- board— of directors, ^t must -be- 
identified with the racing game. 

forms the basis of a striking 
double page illustration 
in the new 


It will prove of interest to the 
ladies as well as the iren and will 
do much to arouse motorcycle 
interest in many who may never 
have thought of motorcycles. 

We will be pleased to send gratis 

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Two Books for Motorcyclists 

An elementary knowledge of 
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-The A B C 

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The book is entirely non-technical and 
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Price, 50 Cent*. 

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or intend to ride or sell 

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Every page teaches a lesson. Everv illustration 
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The Bicycling World 



Volume LIII. 


New York, U. S. A., Saturday, April 7, 1906. 


No. 2 



Plans for Stimulating Cycling Begin to 

Take Shape — Busy Sessions of Two 

Associations in Buffalo. 

Wednesday last, April 4th, probably was 
about the busiest day the "fittest" of the 
cycle trade has had for many long years; 
and it is extremely likely that it will prove 
the most fruitful day. The occasion was 
the meetings in the Lafayette Hotel, Buf- 
falo, N. Y., of the Cycle Manufacturers' 
Association and the Cycle Parts and Acces- 
sories Association, which are representative 
of the fittest who have survived such up- 
heavals and tests as time rarely has applied 
to any industry. 

Since good feeling and the get-together 
spirit entered the trade, the necessity for 
"doing things" has loomed larger at each 
succeeding meeting and on Wednesday, 
the most necessary One Big Thing was 
taken up in all earnestness and given a 
distinct advance. It has to do with pub- 
licity — with those measures that will cause 
bicycles and bicycling to be again talked 
of, thought of and read of and generally to 
be once more instilled in the public mind. 

Previously each association liad appointed 
a committee to confer one with the other 
with a view of providing ways and means — 
chiefly means — of attaining the desired end. 
These committees had met in Toledo and 
on Wednesday they rendered their report. 
It pointed the way to create a fund that 
should be ample for the purpose after all 
possible delinquencies and over-estimating 
had been taken into account. The meeting 
approved of the committees' recommenda- 
tions, pledged its support, and with one 
exception, each organization continued their 
respective conference committees, which 
will now proceed to devise the ways and 
find the man or men necessary to execute 
them. These committees are as follows: 

Of the Cycle Manufacturers' Association 
— Harry Walburg, F. E. Southard and E. S. 
Fretz. F. C. Gilbert was a member of the 
former committee, but at his personal urg- 

ing he was relieved from duty and Mr. 
Fretz substituted. 

Of the Cycle Parts and Accessories Asso- 
ciation — W. S. Gorton, H. S. White and 
D. S. Troxel. 

Late in the day the two committees held 
a joint session at which Mr. Gorton was 
elected chairman, Mr. White, secretary, and 
Mr. Walburg, treasurer. While a beginning 
will be made this season, the campaign in 
view will have more reference to the sit- 
uation and to results in 1907. 

On the part of the C. M. A., the entire 
forenoon was given up to the committee 
on jobbing bicycles. This committee is 
concerned with the equipment of such 
bicycles and with the proper classification 
of jobbers themselves. Although some 
three hours was given to the subject, it was 
impossible to complete the work in hand 
and the committee was continued. It is 
known that a list of some 153 jobbers and 
alleged jobbers was considered and that 
while agreement as to a few of them is still 
to be reached, that it was practically de- 
cided that about SO of those on the list are 
merely alleged jobbers and "once jobbers" 
who are no longer entitled to jobbers' quo- 
tations. The committee in charge of the 
work includes practically all members of 
the C. M. A. who produce and sell stripped 
bicycles. The stripped bicycle men lost 
one thing because of their long deliberation 
— an informal luncheon given by President 
Pierce, at the Ellicott Club, a happy little 
function that showed the extent of the pre- 
vailing good feeling. 

At the regular meeting of the association 
in the afternoon, the matter of publicity was 
discussed at length and in detail, R. G. 
Betts, Editor of the Bicycling World, being 
invited into the meeting to give his views on 
the subject. In addition, manufacturers of 
name-plate or agency bicycles took steps 
toward clarifying the situation as it affects 
those goods. After discussion, a committee 
was appointed which will compile the 
names of all bicycles of whatever sort and 
which will also consider the classification 
of equipment, etc. This committee is com- 
posed of these companies: Pierce, Miami, 
National, Pope, Reading Standard, Con- 
solidated, and Iver Johnson. 

Owing to the severance of his relations 
with the cycle trade, D. W. Gould, of the 

Pope Mfg. C&)i ^£SigJie.d the post of secre- 
tary. J. F. Cox, of the same company, was 
elected to succeed him. The National Sew- 
ing Machine Co. also resigned its member- 
ship as it has ceased to manufacture 

The next meeting of the association will 
be held in Buffalo, in the Lafayette Hotel, 
on the first Wednesday in May — the 2d. 
To expedite matters, the several committees 
will meet the day before in order to com- 
plete their labors and to prepare their 

There were but two members of the 
C. M. A. absent, tliose present being as 
follows: George N. Pierce, George N. 
Pierce Co.; Harry Walburg, Miami Cycle 
& Mfg. Co.; J. F. Cox, D. W. Gould and 
F. C. Gilbert, Pope Mfg. Co.; W. F. Remp- 
pis, Reading Standard Cycle Mfg. Co.; W. 
E. McGuire, A. W. Colter and Ezra E. 
Kirk, Consolidated Mfg. Co.; George M. 
Hendee, Hendee Mfg. Co.; F. C. Finken- 
staedt. National Cycle Mfg. Co.; Fred I. 
Johnson, Iver Johnson Arms & Cycle 
Works; F. E. Southard, Toledo Metal 
Wheel Co.; J. W. Ash, Hudson Mfg. Co.; 
J. F. Vogel, Gendron Wheel Co.; E. S. 
Fretz, Light Cycle & Foundry Co.; F. C. 
Robie, Excelsior Supply Co.; W. G. Shaack, 
Emblem Mfg. Co.; E. J. Lonn, Great West- 
ern Mfg. Co. 

The meeting of the Cycle Parts and Ac- 
cessories Association was a special one, 
called on short notice, and because of the 

(Continued on following page) 

New Men in Yale Management. 

W. E. McGuire has been appointed gen- 
eral manager of the Consolidated Mfg. Co., 
Toledo, Ohio, ■ makers of the Yale and 
Snell bicycles, and already has assumed the 
duties of the office. Mr. McGuire is a new 
man in the cycle trade who comes from 
Canada, where he was engaged in the 
metal stamping industry, with a big repu- 
tation as an organizer and producer. He 
was in attendance at the Cycle Manufac- 
turers' Association meeting in Buffalo on 
Wednesday and though reserved, his 
pleasing personality caused those whom he 
met to warm toward him. A. W. Colter, 
treasurer of the company, and Edward 
Buffum, sales manager, will continue the 
duties of those offices exactly as heretofore. 




(Continued from preceding page) 

fact was not very largely attended. It was 
called chiefly that the work of its confer- 
ence committee might not be halted by 
lack of authority and the fruit of its session 
was the approval of the action of the joint 
conference and the empowering of its com- 
mittee to continue the work in co-operation 
with the C. M. A. President W. H. Crosby, 
to whose initiative so much is due, was, of 
course, in attendance and presided. The 
other members present were: H. S. White, 
Shelby Steel Tube Co.; W. S. Gorton, 
Standard Welding Co.; W. J. Surre, Corbirf 
Screw Corporation; R. D. Webster, Eclipse 
Machine Co.; D. S. Troxel, Troxel Mfg. Co. 

Gould Leaves the Pope Forces. 

D. W. Gould, manager of the Pope Mfg. 
Co.'s Chicago factory, has resigned that 
office and on Monday next will assume a 
responsible position on the staff of Sears, 
Roebuck & Co., the Chicago mail order 
house. Although the latter firm deals 
largely with bicycles, Mr. Gould's duties 
will be entirely foreign to that department. 

Mr. Gould, who has been identified with 
the cycle trade for some 16 years, proved 
himself one of the brightest young men 
in the business. Originally he was private 
secretary to A. Featherstone and when the 
Featherstone business was taken over by 
the American Bicycle Co., Gould went with 
it, being ultimately promoted to the man- 
agement of a department. When the Pope 
Mfg. Co. purchased the remains of the 
A. B. C. and reorganized the business, be 
became assistant manager of the Western 
department under Arthur L. Atkins. When 
ill health forced the latter to retire, Gould 
was appointed to fill the vacancy and it was 
not long before he began to make his 
force felt. It was the ability and thought 
he displayed that attracted the notice of 
Sears, Roebuck & Co., who made Gould 
such a flattering offer that he could not re- 
fuse it. He will be succeeded by F. C. 
Gilbert, now in charge of the Pope plant in 
Hagerstown, Md., and one of the young 
but able "old reliables" of the Pope com- 

Canal Zone Field tor Trade. 

United States Consul-General Shanklin, 
of Panama, suggests to manufacturers of 
bicycles, that there is a good sales opening 
in the canal zone. The streets in Panama 
City have been paved in several directions, 
and splendidly built roadways reach to the 
Sabanas. This affords a route of about 16 
miles which, he thinks, will tempt many 
people to take advantage of the improved 
streets and highways. 

British Exports in February. 
During February, the records of exports 
of British bicycles and parts, although of 
less volume than that for the preceding 
month, yet showed a marked increase over 
the corresponding period of a year ago. The 
total number of complete machines ex- 

ported was 5,048, the value of which was de- 
clared at $144,590, in addition to which 
$367,105 worth of parts were sent out, 
bringing the total up to $511,695, as against 
$520,975 for January, and $409,755 for Feb- 
ruary, 1905. The aggregate shipments of 
cycles and parts for the first two months 
of this year have amounted to $1,032,670, in 
distinction to $737,700 the sum total of last 
year's business up to the first of March, 
which represents an absolute increase of 


Two Western Cyclists Undertake to Girdle 
the Earth. 

Hall Secretary of Western District F. A. M. 

Vice President Hunter, in charge of the 
Western District of the F. A. M., has ap- 
pointed Irving R. Hall, of Oak Park, III., 
secretary for that district; there is small 
doubt but that marked activity will be the 
result. Hall has a reputation as a worker 
and is full of faith in the F. A. M. It is a 
matter of "inside" knowledge that the 
Chicago Motorcycle Club, of which he is 
secretary, last year endorsed him for the 
western vice-presidency, but word of the 
club's action did not reach the F. A. M. 
officials in time and the Chicago man who 
was present and nominated the successful 
candidate had left the Windy City unaware 
that his club had expressed a choice. 

Sales of Lamps Show Big Increase. 

Indications of a very .largely increased 
demand for bicycles this season are not 
wanting. One of them that speaks for it- 
self is to be found in a stat'ement of the 
Badger Brass Manufacturing Co., of Ken- 
osha, Wis., to the effect that orders for 
Solar lamps during the first three months of 
the present year have been more than treble 
what they were for the same period a year 
ago. No less than 6,000 more Solar lamps 
have been sold since January 1st, 1906, than 
were ordered in the first quarter of 1905. 

The Retail Record. 

Peekskill, N. Y.— C. H. Winn enlarges 
bicycle store. 

Ukiah, Cal. — J. H. Waugh's cyclery de- 
stroyed by fire; damage, $2,500. 

Medina, N. Y. — Kirk Warner's bicycle 
store destrowed by fire; loss, $800. 

Burlington, Vt. — Smith Bros', sporting 
goods dealers, added bicycle department. 

New Company Succeeds the Berkshire. 

The Berkshire Cycle and Automobile 
Company, of North Adams, Mass., formerly 
the Berkshire Cycle Co., has become incor- 
porated, with $5,000 capital. Anson Wil- 
liams has been elected president; Walter 
Parker, treasurer, and Milton L. Ferro, 

Kinloch to Re-open in Paterson. 

Andrew M. Kinloch, who was a Paterson, 
N. J., bicycle dealer until burglars removed 
most of his stock in trade last year, will 
again tempt fate by opening up at 272 
Straight street, that city, on Monday next. 
Snell and Hudson wheels will be carried. 

Although the value of bicycle touring 
from the pleasure-seekers' standpoint has 
been appreciated to the full for many years, 
and although the advantages in the way of 
general advertising which accrue from a 
well-planned trip have been made use of in 
more than one instance, it remained for two 
Illinois men to evolve a scheme of business 
pure and simple, in which a tour of nearly 
the entire northern hemisphere is contem- 
plated, and which is to be similar to any 
other business trip except that by the use 
of bicycles instead of the more ordinary 
modes of travel, better access to their pros- 
pective customers may be had, and their 
purposes may be better served. Lester R. 
Creutz and George E. Holt, of Moline, the 
joint originators of the idea, will commence 
their trip sometime in the middle Of June. 

After leaving New York and spending a 
few days in Liverpool, England, their bicy- 
cle trip will begin. Because of the lateness 
of the season it is probable that motor- 
cycles will be used through Europe. 

It is expected that New Year's day will 
see them at Algeria, in Africa, Christmas 
probably having spent among the vine- 
yards of southern France. January and 
probably being spent among the vine- 
northern Africa. Local conditions will, of 
course, entirely govern this trip. From 
Tunis the tourists will go by boat to the 
island of Sicily, and after passing across 
the island will begin their wheel north- 
ward through Italy to Switzerland; thence 
their itinerary will lead them eastward to 
Vienna, in Austria; thence south through 
Austria to the Balkan states, Roumania, 
Servia, Bulgaria and Turkey, to Greece, 
whence a trip to the principal points of in- 
terest in Egypt will be undertaken, followed 
by a trip by boat down to the Red sea, 
around the Arabian peninsula to a Persian 
port. After going around the Indian penin- 
sular and visiting Bombay and other points, 
they will go down the Malay peninsula to 
Singapore, visitng Sumatra and Borneo, and 
take boat for Manila. From the Philippines 
they will go to China, thence to Japan. Af- 
ter a visit to the land of the mikado, they 
will sail for the Hawaiian islands, on their 
way home. 

Coaster Brake Coming into its Own. 

That the coaster brake finally is "coming 
into its own" seems to be indicated by the 
trend of the trade orders up to date. Wed- 
nesday, J. F. Cox, sales manager of the 
Pope Mfg. Co., stated that 72 per cent, of 
their orders were for bicycles fitted with 
coaster brakes. 

R. A. Cory, a bicycle dealer at South 
Haven, Mich., was drowned in Lake Mich- 
igan, last Saturday, 31st ult. Cory was set- 
ting decoys for ducks when the huat cap- 




What Publicity Affects and how its Effect- 
iveness may be Increased. 

Apparently there is absolutely no limit 
to the scope and variety of method taken 
by the successful advertising man. New 
ideas in the advertising line are constantly 
being brought forth and followed out or 
past up as the case may be with kaleidos- 
copic variety. The science, as such has 
been characterized most astutely as the true 
business lever, but just as any lever loses 
its advantage of position and grip if the 
properly required amount of pressure is 
not brought to bear upon it at the right 
time, and all the time until its object has 
been accomplished, even so the wisely cast 
advertising method must be followed up, 
or it fails of its purpose and goes down on 
the debit side of the account. Moreover, 
just as it requires a great many blows de- 
livered by a hammer to complete the forg- 
ing of another such implement, so the tool 
which is to be used in welding public opin- 
ion into such shape that it will yield to the 
opportunities held out to it by the maker 
and the dealer must be wrought out by a 
process similar in its persistency, which is 
best handled from the vantage point of the 
trade press. 

Hence, the persistent reiteration of the 
principles and merits of consistent and per- 
sistent advertising, in the columns of the 
weekly, organs of the industry. Says a 
writer in the Bicycling News and Motor 

"Reviewing these things from an unbiased 
standpoint, we are bound to conclude that 
persistent and broadcast advertising is the 
very water without which the tree of life 
cannot bear much fruit. And it should be 
done, not to the "trade only, but to the pub- 
lic as well; for doubtless it will be obvious 
to all wideawake persons that there are 
thousands of people who have already de- 
cided to purchase a bicycle, but have not 
yet decided, have not even the least idea 
what particular machine to have, but are 
casting about and reading up everything 
they come across relating to cycles. 

"If my observation is clear, I believe 
there are some manufacturers who place 
too much confidence in a name that has 
been made some ten to twenty years ago. 
A good name is one of the brightest lights 
to prosperity that any firm can possibly 
have, but however good it may be, or has 
been, it is much easier lost than gained, and 
therefore ought to be backed up by quality 
in every machine that bears it, and, above 
all, 'well advertised,' as this is doubtless 
the very best fuel to keep its light still 
shining, otherwise it will most certainly be- 
come dim, and finally burn itself out alto- 
gether. Its value having then reached its 
lowest piiint. it is often sold for a mere 
trifle, it may be to honest men, but most 

likely to a lot of speculative rogues, who in 
their lust for gain make a counterfeit and 
pass it off as the genuine article, deceiving 
those both inside and outside the house so 
cleverly that one is brought to doubt 
whether or not there is really anything in a 
name, and thus the really good becomes 
singed by the superficial influence of the 
bad, to the great and lasting disadvantage 
of a struggling and honest industry. Thus 
we get another good reason why the genu- 
inely good makers should more broadly and 
loudly blow their trumpets, until they al- 
most make a person feel he is on a good 
bicycle, when, in fact, he is simply reading 
about it. Do not sit quietly in your arm- 
chair trying to make yourself think the 
agent is the cause because you are not 
selling enough machines. There has always 
been too much of this. Create a demand, 
both by advertising and quality; for it must 
be admitted that it is the manufacturer's 
right and place to do this, and the agent's 
place to sell that for which there is a de- 
mand, for it must be recognized that an 
agent,' if he knows his business, buys on 
the very same principle as the manufac- 
turer himself, namely, that which is best 
value for money. Unsaleable goods are as 
useless to him as bad material is to the 
manufacturer. If goods he buys turn out 
faulty, his business suffers in consequence, 
thus leaving him .no alternative but to cut 
the makers or lost his trade. This is no 
idle talk, for the writer himself, through 
faulty material supplied, has been obliged 
to withdraw his support from several prom- 
inent and well-known firms in the trade. 
These people are generally the loudest in 
their cry and they cannot get proper repre- 
sentation, when the real facts are that they 
are slowly but surely committing suicide. 
"One good and up-to-date form of adver- 
tising that I believe would pay good mak- 
ers to adopt, would be to have some good 
matter composed, and either sung or spoken 
on to some records and supplied with every 
machine sold, or otherwise a few supplied 
each agent, to be used only in his depot, 
where a phonograph might be kept. This 
plan would not only work well for the time 
being, but it would act as a better lever 
still for the year following, because thous- 
ands of people would hear the records dur- 
ing the following winter and coming spring. 
One thing about this is, that it would not 
be wasted, as the articles would be useful, 
amusing, inexpensive and lasting. The 
greatest responsibility regarding results 
would rest on the composition, but in any 
case it could be made one of the best and 
most up-to-date advertisements of the pres- 
ent age." 


Canadian Enthusiasm Grows and Bicycle 
Path Mileage will be Increased. 

France Cuts Bicycle Tax. 

Evidently with a view of stimulating the 
Frenchman's decadent interest in cycling, 
the French bicycle tax which has all along 
been accused of being the cause of this 
lack of interest, has been cut in half. It was 
formerly six francs ($1.14) and is now 

Canadian bicycling enthusiasm is show- 
ing such a marked increase that in Winne- 
peg, it is considered expedient to increase 
the amount of cycle path mileage. In order 
to do this, however, it will be necessary to 
increase the per capita cycle tax from 50 
cents to $1.00, but as this will only bring 
the tax on a par with that imposed by sev- 
eral of the neighboring communities, it is 
thought that it will not be considered a 
hardship by the riders. The present income 
of the cycle path board is barely sufficient 
to carry on its work, and a substantial addi- 
tion will be necessary in order to permit 
of an enlargement in the scope. Secretary 
R. D. Waugh has the matter at heart and 
will present it for action at the annual meet- 
ing, soon to occur. 

There are some fifteen miles of cycle 
path in the vicinity of Winnepeg, which 
have been kept in good condition ever since 
the formation of the board, in addition 
to which the services of an officer have 
been retained to look after the stolen 
wheels, returning them to their rightful 
owners as far as possible. That branch of 
the work has been particularly successful, 
tlTe majority of the reported losses being 
made good within a short time. And as an 
immediate result of the two seasons' work 
in this respect, the amount of cycle thievery 
has been reduced visibly. 

The income of the board, which at the 
present time amounts to only about $4,000, 
leaves but a small margin after the salaries 
of the officers have been deducted, and this 
has been speedily absorbed in maintaining 
the paths. Hence, the increase in the tax is 
thought to be imperative, and will likely 
go into effect within a short time. 

Gliesman Relinquishes Presidency. 

Despite the protestations of his fellow 
club members, Harry A. Gliesman, who has 
faithfully served the Tiger Wheelmen, New 
York City, for several years as its president, 
relinquished that office at the annual meet- 
ing this week. Gliesman, however, did not 
entirely shake himself out of harness, as he 
was persuaded to act as financial secretary 
and treasurer, to which office he was unan- 
imously elected. Charles P. Soulier was 
elected president, William Tully, vice-presi- 
dent; George B. Hunter, recording secre- 
tary; H. T. Mayo, corresponding secretary; 
Urban McDonald, captain, and Peter J. 
Baum, first lieutenant. The new officers 
showed their "tigerish" tendencies by calling 
a run and race for to-morrow (Sunday). 
The race will take place at Valley Stream, 
L. I., at one o'clock and the course is to 
Lynbrook and return, a distance of five 
miles. It will be a handicap, open only to 
club members. 



it finds the fame of 


more secure than ever. * 

National Bicycles have always been appreciated by the dealer or rider who knew what 
a really good bicycle ought to be and who were familiar with the splendid record 
of the National on road and track, and year after year. 

"A National Rider is Proud of his flount,'* is an old adage." 
It's still trite and true. If not familiar with our latest 

models, we'll gladly inform you regarding them. * 

If we are not represented in your locality we will be glad to hear from YOU. 

NATIONAL CYCLE MFQ. CO,, = Bay City, Mich. 


and 45 per cent. Saving in Tire Haintenance ofWeverreuSle 

Fisk Bicycle or Motorcycle Tires 

Like all Fisk products, they have a Quality and a Construction that is 
exclusive — real merit — through and through — that makes their distinct su- 
periority apparent. 


THE FISK RUBBER CO., Chlcopee Falls, Mass, 





Published Every Saturday by 


154 Nassau Street, 


Subscription, Per Annum (Postage Paid) $2.00 

Single Copies (Postage Paid) ... 10 Cents 

Foreign Subscription $3.00 

Invariably in Advance. 

Postage Stamps will be accepted in payment for 
subscriptions, but not for advertisements. Checks. 
Drafts and Money Orders should be made payable to 

iSntered as second-class matter at the New York, 
N. Y., Post Office, September, 1900. 

General Agents: The American News Co., New 
York City, and its branches. 

ff^Change of advertisements is not guaranteed 
unless copy therefor is in hand on MONDAY pre- 
ceding the date of publication. 

S^Members of the trade are invited and are at 
all times welcome to make our office their head- 
quarters while in New York; our facilities and 
information will be at their command. 

To Facilitate Matters Our Patrons Should 
Address us at P. O. Box 649. 

New York, April 7, 1906. 

What Association Accomplishes. 

To a man in whose veins ice water does 
not run, attendance at a meeting of either 
of the cycle trade associations, which are 
now in being and working for the welfare 
of the industry, is as good as a tonic. That 
the beneficent influence of these associa- 
tions is equivalent to the revivifying effect 
of an elixir on the whole industry, is un- 
doubted. They present a striking example 
of the benefits of organization and it is 
difficult to conceive how anyone engaged 
or directly interested in the industry can 
remain outside the ranks. 

Personal contact has convinced every 
man that the other fellow — his rival — is 
neither possessed of horns, nor does he 
carry a pitchfork, but is a pretty good fel- 
low after all, and, once amenable to reason, 
a great deal is accomplished. This object, 
the associations have already fully achieved, 
and as a result, substantial progress toward 
lasting betterment of prevailing conditions, 
is not only under way, but within easy 

There seems to be no room for doubt 
that the Cycle Manufacturers' Association 
and the Cycle Parts and Accessories Asso- 
ciation will leave a very deep impress on 

the industry as a whole and infuse it with 
the spirit and direction which are essential 
to its progress. This is as it should be. 
That community of interest that prevails 
in all other industries, is as a matter of 
course, fully present in the cycle trade, but 
recognition of the fact has been a long time 
in coming. The cobwebs, however, have 
been brushed away and the clearer vision, 
steadfastness of purpose and direction that 
have taken their place and which are now 
so marked, are certain of results. The fizz 
and fireworks of cycling are long since 
dissipated, and it looks now as if the indus- 
try had at last entered upon that period of 
sober manhood which renders progress in- 
telligent, dignified and enduring. 

Makers Frown on Alleged Jobbers. 

It is small wonder that jobbers and the 
jobbing bicycle are coming in for so much 
attention at the hands of a considerable 
section of the Cycle Manufacturers' Asso- 
ciation. While that type of bicycle is not 
as cheap as it used to be, which is in the 
nature of a Godsend, it is still a source of 
concern to those who have to do with 
it. Though quality is a secondary considera- 
tion with the jobbers and mail order houses 
make a specialty of marketing the bicycle 
that masquerades under many names, the 
demands which these people think nothing 
of making upon the manufacturers, are 
little short of astounding. The demand 
arises, of course, from the absolute neces- 
sity of pinching even half-pennies, which 
pinching alone makes such bicycles possible 
and the means employed to effect these end's 
are scarcely creditable. 

Wishing to negotiate with a maker for 
a supply of nameless bicycles, a quotation 
is requested on a certain number complete. 
This is merely in the nature of a "feeler." 
The lowest figure submitted by different 
makers appealed to is then used as a basis 
upon which to work. With this quotation 
in their possession it is the custom of the 
stripped bicycle brigade to scour the mar- 
kets for job lots of cheapness. Close figur- 
ing is naturally imperative and when one 
of these specialists in stripped machines is 
able to light upon a quantity of doubtful 
spokes, "seconds" in rims, hubs or saddles, 
he is equipped for further operations. Hav- 
ing become the possessor of a sufficient 
quantity of one of these essentials to pro- 
vide the lot of machines he wishes to have 
made in that respect, he goes back to the 
manufacturer and requests another quota- 
tion; not on the complete bicycle, but on 
a machine built by the maker incorporating 

the odd parts, such as spokes, rims or hubs, 
which have come into the price shaver's 
possession at a figure which through some 
defect or the bankruptcy of their maker 
have been thrown on the market at a frac- 
tion of the cost of production. 

In view of such penny-shaving practices, 
it is not to be wondered at that manufac- 
turers who deal with this class of trade are 
up in arms. It makes them little more than 
piece workers or assemblers. Nor is it 
strange in view of the altered conditions 
that a revision of the jobbers' list should be- 
come necessary. In all probability, if the 
names of some of those who figure as job- 
bers were to be published, it would cause a 
horselaugh. Some of them — and some in 
this instance, doubtless means many, are 
purely local dealers, utterly unknown out- 
side their own limited districts, while others 
are of the basement job lot type. 

A Step in the Right Direction. 

In all the broad field of what is classified 
as sport, there is probably nothing more 
equivocal than the situation of the so-called 
amateur. It is very apt to be much the 
same, no matter what the "game" in which 
he is engaged, and the complications aris- 
ing from his demands upon the promoters, 
and managers of meets, and the discon- 
tented murmurings of the chronic "kickers" 
are as numerous as they are amusing to the 
world at large. For the great disinterested 
public fails to grasp the importance of the 
distinction between the amateur and the 
professional competitor. 

Yet the distinction is one of exceeding 
simplicity. In a word, the amateur is one 
who strives for the sake of the strife, while 
the professional strives for what he is to 
gain by it in money value. 

Pure amateurism and pure professional- 
ism are the heart and soul of good sport, 
and the getting away from them is the be- 
ginning of the end in any case where it is 
allowed to creep in. That being the case, 
the action of the local club which has 
decided to award no more gewgaws and 
trinkets for its meets, but instead to reward 
merit v;ith meritorious awards in the shape 
of suitably engraved medals, is a step in 
the right direction. 

"Enclosed please find $2.00 for renewal of 
the Harvard Motorcycle Club's subscription 
to the Bicycling World. The club has de- 
rived much satisfaction and useful infor- 
mation from your paper." — E. Gordon 
Hawes, Secretary Harvard Motorcycle 
Club, Cambridge, Mass. 



Virginia's Curious Law. 

Although President Betts, of the Federa- 
tion of American Motorcyclists, received 
assurances that bicycles and motorcycles 
had been eliminated from the provisions of 
the Byrd automobile measure, which has 
since become a law, a perusal of a copy of 
the new Virginia regulations disclose the 
fact that motorcycles are exempted but 
. that bicycles are included in its ridiculous 
provisions, that is, if the law is to be con- 
strued literally. 

Section one of the law says "that it shall 
be unlawful for any person or persons ex- 
cept in accordance with the provisions of 
this act to run, drive or operate any auto- 
mobile, locomobile or any vehicle of any 
kind, the motive power of which shall be 
electricity, steam, gas, gasolene or any 
other motive power except animals, and 
which said vehicles shall hereafter be called 
machines in this act, on or along or across 
any public road, street, alley, highway, ave- 
nue or turnpike of any county, city, town or 
village in the State of Virginia, except and 
until such person shall comply with section 
two of this act." 

It is all according to the literal construc- 
tion of the law whether or not cyclists will 
have to comply with its provisions. If the 
power produced by a person to drive a 
bicycle is animal, that is, if cyclists are to 
be classed as animals, then they will not 
have to conform to the impossible regula- 
tions laid down in the bill. However, the 
class need not be unnecessarily alarmed for 
it is doubtful if a cyclist ever will have to 
face a Virginia police magistrate for failure 
to act in accordance with the literal transla- 
tion of the law. 

If, however, the law is literally enforced 
each cyclist will have to take out an annual 
license, the fee for which is $2.00, and 
must carry a numbered tag, the figures of 
which must be not less than four inches in 
height, upon, the rear of his machine. He 
also will be required to exhibit the certifi- 
cate which is given when the license fee is 
paid, to the keeper of every toll gate 
he may happen to pass. 

The rates of speed set forth in the law are 
eight miles an hour in cities, towns and vil- 
lages; around curves or bends in the road; 
where the street or highway passes built- 
up portions of cities or towns, and at all 
points on the public highways where there 
is a gathering of persons or horses; other- 
wise, a speed of fifteen miles is allowed. 

One ray of hope is held out to cyclists 
in the event of the law being enforced to 
the letter, and that is that it will apply only 
to counties whose Boards of Supervisors 
shall, by a recorded vote, adopt it. 

Motorcycles are supposed to be exempted 
from its provisions in section fifteen which 
says in part: "Nothing in this act shall 
apply to the machines known as traction 
engines, or to any locomotive engine or 
electric car running on rails or motor 
bicycles." As bicycles are not mentioned 
they evidently are classed as machines if 
the letter of the law is to be carried out. 


How to Clean the Bicycle. 

Editor of the Bicycling World: 

To one who takes a pride in the appear- 
ance of his bicycle and who appreciates the 
great advantage of always having his ma- 
chine in the finest possible condition, the 
comnient in a recent issue of the Bicycling 
World on the little attention that the pres- 
ent day rider bestows on his mount, the 
truth of which is borne out by every day 
observation, causes a feeling of regret. 
Especially when it is taken into considera- 
tion the little extra time and trouble that is 
involved in keeping a wheel in fine trim. 

Probably one reason why bicycle clean- 
ing is regarded as such a disagreeable job 
by so many is owing to the stooping posi- 
tion that is required, with its constant at- 
tendance of backache and cramped legs. 
This discomforting feature can easily be 
eliminated by hanging the bicycle up by 
means of two ropes fastened to the ceiling 
or other convenient place, one of which 
passes around the handle bar stem and the 
other around the saddle. Another big ad- 
vantage in this procedure is that the wheels 
and pedals can be freely turned; indeed, in 
effecting adjustments, making tire repairs, 
trueing up wheels and so forth, I find this 
method of suspending the bicycle for more 
convenient than placing the machine up- 
side down on the handle bar and saddle, as 
is the custom with many repair men. About 
half an hour a week, when the machine is 
in active service, is all the time that need 
be involved to keep it in fine condition, pro- 
vided the cleaning is properly done. 

The method that I follow is this: First, 
I remove the dust with a soft feather duster 
and any mud with a thoroughly wet sponge, 
being careful not to cause the mud to 
scratch by any rubbing action. I then al- 
low the machine to dry, after which all the 
parts are gone over with a soft cloth, 
dampened with sperm oil, "3 in 1," or vas- 
eline. The use of this oiled cloth is of the 
greatest importance, for it covers the pol- 
ished surfaces with a very thin layer or 
film of oil, not heavy enough to cause dust 
to collect, yet of sufficient thickness to keep 
the metal from contact with dampness or 
the air, so that the nickeled parts never 
tarnish or develop rust spots. Riders often 
wonder how I manage to keep the finish 
of my machines in such fine condition and 
imagine that I give it a great deal of time 
and attention. In the last 10 years or more, 
however, I have never used a single drop 
of polish, nor have I ever rubbed any of 
the bright parts any harder than one rubs 
his eye glasses. 

Besides proper care in cleaning, other 
things must be considered if one desires 
to preserve the finish on his wheel. It is 
just as easy to rest a bicycle against a wall 
so that only the saddle and handle bar 
grips come in contact with its rough sur- 
face. No enamel will retain its lustre or 
remain free of scars if the frame is allowed 


April 19 — Boston, Mass. — Opening race 
meet at Revere Beach track. 

April 21— Frankford, Pa.— North East 
Wheelmen's Racing Association race meet 
at Kensington track. 

April 22— Valley Stream, L. I.— Roy 
Wheelmen's five-mile handicap road race 
for club championship; closed. 

May 6 — Camden, N. J. — Atlantic Wheel- 
men's sixty-mile road race to Atlantic City; 

May 13— Valley Stream, L. I.— Roy 
Wheelmen's ten-mile handicap road race; 

May 30— Newark, N. J.— Eighteenth an- 
nual Irvington-Milburn twenty-five-mile 
handicap road race; open. 

May 30— Salt Lake City, Utah.— Opening 
race meet Salt Palace saucer. 

May 30— Atlantic City, N. J.— Atlantic 
Wheelmen's twenty-five-mile road race on 
Pleasantville-May's Landing course; open. 

May 30— Grand Rapids, Mich.— Grand 
Rapids Bicycle Club's twenty-five-mile han- 
dicap road race; open. 

May 30— Chicago, 111.— Century Road 
Club Association's annual twenty-five-mile 
handicap road race; open. 

May 30— New York City— New York 
Motorcycle Club's annual hill-climbing con- 
test; open. 

May 30 — Newark, N. J. — Vailsburg board 
track meet. 

to slide around on the corner of a brick 
house or an iron post. 

It is true that a fine finish and appearance 
have no influence on the running qualities, 
or the usefulness of the bicycle, but that 
is a lame excuse, indeed, for the lazy or 
slovenly individual who pleads it and who 
would have us believe that his time is so 
valuable or taken up that he can not keep 
his mount in presentable shape. By the 
same line of argument one might as well 
neglect to brush his clothes, or polish his 

Much labor and expense was involved in 
attaining the fine finish on the modern high 
grade bicycle, which is sufficient proof that 
most people demand something more than 
mere utility and service, and a rider can 
well afford to give his mount at least 
enough attention to keep it in a cleanly con- 
dition. The wheelman who takes a pride 
in the appearance of his wheel finds the 
cleaning process a pleasure instead of 

It is to be hoped that the present day 
tendency of neglect will be short lived, and 
that some effort will be made to cultivate 
the spirit of pride that seems to be so 
utterly lacking with some cyclists nowa- 
days. That such effort is worth while is 
proven by the fact that those cyclists who ' 
do keep their bicycles in good condition, 
invariably ride high grade machines. 





The Veteran and his Nickeled Ordinary get 
Back from Europe, via Brazil. 

"Karl Kron" is back. He returned last 
week from the "steenth" instalment of his 
"tour around the world." His nickeled 
high bicycle and his white flannel clothes 
came with him. His return, however, was 
marked with bitterness. One of the New 
York newspapers, in chronicling Karl's ar- 
rival said that he had toured through the 
"hot valleys of lower Brazil." Although 
Brazil comprises one-fifteenth of all the 
land in the world, and three-sevenths of the 
land in South America, there are few if any 
rideable roads in that country, therefore 
"IVIr. Kron" thinks an injustice has been 
done him by stating that he rode his nickle- 
plated ordinary in Brazil. 

"Beneath the blazing sun of the Tropic 
of Capricorn (where the thermometer in 
the shade registers 80 degrees,)" writes 
"Kron" in a letter mailed at Buenos Aires 
before his departure, telling how he spent 
Washington's birthday, "I drove my good 
old bicycle of 1884 a distance of more than 
sixteen miles over unrepeated streets — a 
part of them asphalt, a part of them wooden 
blocks of ranging degrees of smoothness, 
and a small part of them Belgian blocks. 
When I put the machine on the steamer, to 
begin the homeward voyage toward New 
York, its cyclometer showed 8,285 miles of 
touring registered during the last five years, 
and a total mileage of 33,9S7 for the twenty- 
two years beginning April 4, 1884. The ink 
which writes these words has been carried 
in an ordinary ink bottle for 2,500 miles in 
the luggage roll on top my bicycle and be- - 
sides 6,400 miles on an ocean voyage." 

Most of "Karl Kron's" peregrinations on 
this last trip were done in Great Britain 
last year. In Scotland he covered 1,880 
miles, entering that country on September 
29, and leaving for Brazil New Year's day, 
1906: In the land of thistles and briar 
bushes there were only about thirty miles 
of roadway which he traversed twice, and 
of the 119 days he was there, only seven 
was he compelled to put his nickle-plated 
Columbia under shelter from the rains. As 
has been told in the Bicycling World, his 
eccentricities created consternation in Great 
Britain, where the sight of a gaunt, spare 
man, hatless, clad in a white flannel suit in 
the dead winter, nonchalantly plugging 
away on an old ordinary, was like some ap- 
parition out of the dim past. No wonder 
they gazed in astonishment. He reached 
John O'Groats, the most northerly point in 
Great Britain, October 22, 1905, and the 
following extract from the visitors' book at 
John O'Groats Hotel, on that date, is 
quaintly interesting. 

"Karl Kron, of Washington Square, New 
York City, drove his 46-inch bicycle — Co- 
lumbia, 234, Jr.— to the door of this hotel, 
18 October, 1905, at 3:17 p. m., when its 

cyclometer registered 111 7-10 miles from 
the landing stage in Liverpool, whence he 
started at 1 p. m. of 23 Sept. This shows 
an average of 32j4 miles for the 24 days of 
riding. 'No. 234 Jr.' was built in March of 
1884 and was driven 25,672 miles by its 
owner during the 17 years following. Dur- 
ing the five years of 1901-5 he has driven 
it 6,517 7-10 miles, making its total mileage 
for 22 years, 32,189 7-10. He believes that 
no other such machine, built so long ago, 
has done any similar touring in this 20th 
century; and that this last survivor of all 
the high bicycles is the last of the type 
that will ever make the tour to John 

Fenn to Ride at Salt Lake. 

Reports from Salt Lake City would seem 
to indicate that the Mormons will have all 
the crack professional riders in the country 
to furnish them with entertainment this sea- 
son. The latest acquisition is William S. 
Fenn, the Bristol potato grower. Fenn 
signed to ride at Salt Lake for the greater 
part of the season, and has been given eight 
match races. It is also stated that Kra- 
mer is going to accept the proposition 
offered him by the track managers, but 
whether or not it is true, cannot be learned. 
It is very probable that the champion will 
remain in the East. To-morrow (Sunday) 
Kramer will make his first appearance this 
year at the Buffalo Velodrome, Paris, in a 
match race against Friol, who, it is said, 
is riding better than ever. 

Arnst Wins the Sydney Thousand. 

Cable reports from Australia bring the 
news that a native Victorian again won the 
Sydney Thousand, the one mile handicap, 
for which the largest prize in any bicycle 
race — $5,000 — is hung up. It was decided 
on March 23 and was won by Arnst, who 
had 75 yards. Walter Rutt, the German, 
who was brought to Australia to defeat 
Lawson and McFarland, finished second 
from scratch, and Payne, a Victorian, on 
90 yards, was third. Time, 1:54. The re- 
port does not say whether or not McFar- 
land rode, but that he gave out that he 
would ride on Paris tracks the remainder 
of the season. 

Sherwood may Re-enter Amateur Ranks. 

Although it is not definitely stated, there 
is every reason to believe that Charles A. 
Sherwod, the crack young rider of the New 
York Athletic Club, who was turned pro- 
fessional at the annual meeting of the 
National Cycling Association, will be re- 
turned to the amateur ranks by the board of 
appeals that decide such appeals. It was 
learned this week that three other amateurs 
likely will be given a chance to sprint for 
"real' money this season. They are Louis 
J. Weintz, the "surviving" member of the 
New York Athletic Club's team; W. Van- 
Iderstine and James Zanes, of the National 
Athletic Club, of Brooklyn. Many of the 
riders wondered why the Board of Control 

missed Zanes at the harvest, but it will 
come as a surprise to learn that Weintz is 
being considered. Van Iderstine rode on 
the tracks last year, but did not cut much 
of a figure. 

French Motorist Beaten by Rain. 

Despite the fact that a rainstorm came on 
during the course of a trial against time, 
making the track very treacherous, Anzani 
persisted in making an attack on the long 
distance motorcycle record in Paris, re- 
cently. At one of the turns while going at 
a pace well in excess of a mile a minute, 
the machine skidded badly and threw its 
rider high in the air. He barely escaped 
falling on the fence in his descent and came 
down heavily within the inclosure. By what 
appears to be a miraculous stroke of fortune, 
neither the rider nor the machine suffered 
more than a few trivial injuries. 

Brooklyn Motorcycle Club Incorporates. 

The Brooklyn Motorcycle Club "took out 
papers," this week, its objects being for 
social purposes, to defend the rights and 
privileges of motorcyclists and to maintain 
a clubhouse." No capital is named. The 
directors named in the articles of incorpora- 
tion for the first year are: E. W. Carritt, 
Carroll Leroy Mosher, F. A. Baker, Henry 
J. Wehman and Charles L. Sammins. 

Philadelphia Associated Clubs Elect. 

These officers have been elected by the 
Associated Cycling Clubs of Philadelphia: 
President, Thomas Hare, Century Wheel- 
men; vice-president, H. C. Hochstader, 
Americus Wheelmen; secretary, Joseph 
Estoclet, Quaker City Wheelmen; treasurer, 
Joseph Gilbert, Quaker City Wheelmen; 
executive committee, the officers, J. N. 
Reeve, R. Herold and E. Ramsay. 

Moran After European Prizes. 

And still they go. The last professional 
bicycle rider to seek coin and glory — more 
particularly the former — in Europe, is 
James F. Moran, of Chelsea, Mass. "Peggy" 
sailed from New York yesterday morning 
and will follow pace on Paris and German 
tracks for the next month. 

Kingston Cyclists Organize. 

As evidence of the return of cycling as a 
pastime in the State of New York, was the 
formation last week of the Pastime Cycle 
Club, at Kingston. The members elected 
S. D. Hornbeck, president; J. H. Myer, 
vice-president; W. F. Freer, secretary, and 
James H. Austin, treasurer. 

Birmingham Sees a Motorcycle Race. 

One motorcycle race, at three miles, was 
run at the first automobile race meet at 
Birmingham, Ala., Monday, 2d inst. Eight 
riders contested for the first prize, which 
was won ultimately by a Birmingham rider 
named Jenkins. The time was 5 minutes 
1 second. 






Father of Coaster Brakes 

and still 

The Head of the Whole Family 

Our printed matter is both 
interesting and instructive 





Action Taken by Roy Wheelmen to Elim- 
inate the Taint of Professionalism. 

In an effort to stamp out the tendency 
toward professionalism in amateur bicycle 
racing, the Roy Wheelmen, a young but 
energetic organization of New York City, 
has taken the initiative by passing at their 
last meeting a resolution that will go far 
toward elevating the sport in that club if 
indeed it does not have a good effect upon 
cycle racing in general. The Roy Wheel- 
men did what other clubs have long been 
wanting to do, but evidently have lacked 
the courage. They agreed, by a vote of the 
members, to give no prizes in club races 
that can be classed as merchandise, but in- 
stead offer medals and trophies, suitably 
inscribed, which will have an emblematic 
significance. The resolution, which ex- 
plains itself, is as follows: 

"Whereas, amateur bicycle racing is be- 
coming each year more and more profes- 
sionalized, and on account of this fact is in 
danger of losing its primary objects and 
time-honored traditions. In view of this 
crisis now impending, 

"Be it hereby resolved, by the Roy 
Wheelmen of New York City, State of New 
Yord, that, during the season of 1906, this 
club discountenance this growing tendency 
toward professionalism by agreeing to offer 
in its club races no merchandise, but med- 
als and trophies that shall be emblematic 
of true sportsmanship and not of graft." 

"We came to the conclusion," said one 
of the officers of the club to the Bicycling 
World man, "that the practice of giving 
watches, clocks, bicycles, tires, tons of coal, 
turkeys, bottles of 'booze,' and a nonde- 
script conglomeration of other 'whatnot' 
that is equivalent to so much in dollars and 
cents, does more harm to the game than 
good. We realize that at this time it is 
well night impossible to hold open road 
races, and draw a paying lot of entries, 
without offering a long string of prizes, but 
as the Roys do not intend to hold any open 
races this year we think we can well afford 
to abide by the stand we have taken. 

"In club races the spirit is not, or rather 
it should not be, the 'what-am-I-going-to- 
get-out-of-it' kind; instead, each rider con- 
tests in them for the honor and for the 
standing and prestige it gives him in his 
organization. To foster the spirit of pure 
amateurism will be our aim, and I think 
other clubs will follow our example. In 
our club races we shall give three primary 
prizes — gold, silver and bronze medals — 
and they will be engraved suitably. 

"Another thing that influenced us in tak- 
ing the step was this: We think that man- 
ufacturers have been imposed upon by 
clubs, in some cases; also on the other 
hand, there have been cases where the 
trade has not done right by the clubs. Small 
clubs have been prone to ask and beg 
manufacturers to 'come up' with'prizes for 

each little race they may hold, and we 
think that is going too far. Makers of 
cycles and accessories expect to donate 
prizes in big open events where the number 
of contestants justifies the expense, but it is 
an injustice. I think, to command them to 
stand and deliver for every little club race. 
"During the coming season we shall not 
solicit prizes. Of course, if the trade wishes 
to donate medals or tj-ophies, we will cer- 
tainly accept and be glad to put donations 
up for competition, but we do not want to 
be classed as a begging club." 


Fred Schudt Makes Two New Armory 
Records, Cutting One of His Own. 

Goodwin Gives a Medal. 

E. W. Goodwin, an enthusiastic Brooklyn, 
N. Y., motorcyclist, who owns quite a 
"stable" of Indians and in whose veins the 

blood of the "tribe" runs strong, has given 
proof of its strength by, so to speak, shying 
a medal into the arena. It is of his own de- 
sign and is shown by the accompanying 
illustration. The medal is offered for the 
rider of an Indian, not connected with the 
Hendee factory, who during the year 1906 
scores the greatest number of points in 
open competition of any sort, whether on 
track or road. Points are to be scored on 
the basis of 3, 2 and 1 points respectively 
for firsts, seconds and thirds, the records 
of the F. A. M. Competition Committee to 
decide the riders' standing at the end of 
the season. 

The donor of the medal is in no way con- 
nected with the trade, but is a sterling 
sportsman who loves a brush of any sort. 
His idea in giving the medal is to encourage 
riders to finish well up, whether there be 
but a single prize at stake. 

Two record breaking bicycle races 
marked the close of the season's games at 
the Sixty-fifth Regiment armory in Buffalo, 
N. Y., on Friday night of last week, and in 
each of them Fred Schudt, the crack young 
sprinter of the Standard Wheeling Club, 
figured as the "carver." The first to go by 
the boards was the two mile, Schudt riding 
from scratch in the remarkably fast time 
of 5:13^. The time may not seem fast to 
the uninitiated, but riders who have tried 
to circumsprint on a treacherous flat floor 
know its dangers. In the five mile open, 
Schudt clipped five seconds off the record 
he set up three years ago. Last Friday 
night he covered the distance in 13:42^. 

Schudt's ride from scratch in the first 
heat of the two mile open, was one of the 
features of the evening. H. S. Sykes, on 
95 yards, crossed the tape second, with 
Philip Backert, 115 yards, third. The time, 
5:13J^, as stated above, is a newrecord. In 
the second heat, J. M. Tanner, IS yards, 
finished first, with W. E. Bauman, the 
honor man, and Al Mercer, 75 yards, sec- 
ond and third, respectively. Time, 5:21. 
C. J. Smith, a long marker, scored in the 
next heat and Charles McCracken, from 75 
yards, got over the tape first in the fourth 
heat. The final was captured by Sykes by 
a narrow margin from McCracken and 
Stigelmeir, who was out on the 125-yard 
mark. Schudt could not get into the run- 
ning, although many were of the opinion 
that he saved himself for the five mile open. 
The time was 5:11^/^. 

The five mile open was a race from the 
whistle to the gun. Schudt led for the 
greater part of the distance, but several 
times came dangerously near to losing his 
advantage on the pole. He won the event 
in a blanket finish, beating out Tanner for 
second place, and Delling for third and 
establishing a new armory record of 13:43j^. 
The summaries: 

Two mile handicap — Fred Schudt 
(scratch), H. S. Sykes (95 yards), H. W. 
Willyoung (155 yards), Charles McCracken 
(75 yards), and J. Stiglemeir (125 yards), 
qualified for final heat. Final heat — H. S. 
Sykes, first; Charles McCracken, second; 
J. Stiglemeir, third. Time, 5:11^. 

Five mile open — Final heat — Fred Schudt, 
first; J. M. Tanner, second; Edward Dell- 
ing, third. Time, 13:43?^. Also ran — 
Philip Backert, R. J. Hoover, Gurney Schue, 
Charles McCracken and R. S. Lewis. 

"The A B C of Electricity'' will aid yotl 
in understanding many things about motors 
that may now seem hard of understanding. 
Price, 50 cents. The Bicycling World Pub- 
lishing Co., 154 Nassau street, New York. 





2 h. p. Yale=California, $175 

The machine that gets there and gets back every time; all the uncer- 
tainties have been eliminated by years of experience and profiting by others' 

There's a big demand for simplicity and reliability at a low price, 
and it is growing every day. If you want to be the owner of a machine 
with these qualities at the opening of the season, now is the time to order. 

The Spring rush is on for 

YALE and SNELL Bicycles 

Make this the best selling season you have ever enjoyed by getting your 
new stock on display early. Delayed deliveries mean cancelled orders. Speak 
now; later on you may have to wait your turn. 


Toledo, Ohio. 

CHICAGO AGENT— I. H. Whipple, 260 W, Jackson Boulevard. 




How a Simple Testing Device May be Con- 
structed — Method of its Use. 

Although there are few riders who can- 
not talk gibly enough of the brake horse- 
power of the motor bicycle engine, and few 
who have not at least a general sort of idea 
■as to the distinction between brake and in- 
dicated horsepower, probably only a few 
besides those who are privileged to earn 
their living through the direct handling of 
gas engines understand just how the brake 
power is determined, or comprehend in the 
least the principle of the Prony brake. The 
device is, however, extremely simple, and 
its method of use is not one requiring any 
special degree of skill. Yet probably be- 
■cause it comes outside the range of every- 
day usage, the whole idea of the brake test 
is erroneously held more or less in con- 
tempt by the man in the street as being 
deeply theoretical and quite beyond his 
"understanding. That this is not so, how- 
•ever, but quite to the contrary, and that 
any one possessed of a little ingenuity can 
Tig up his own test and prove the rating 
•of his motor to his own satisfaction, even 
goirig firrther and carrying out any num- 
ber of interesting and practical tests of 
ignition and carburetting devices, and that, 
■with a fair degree of accuracy, will be ap- 
parent from the following description of 
the typical apparatus. 

In the first place, it is to be understood 
that the brake horsepower which it is re- 
quired to determine, is the net output of 
the motor, or in other words, that it is the 
effort which it is capable of transmitting 
to the driving gear of the machine, and that 
this is to be measured in terms of the pres- 
siire applied at the flywheel into the dis- 
tance through which it acts, the product of 
foot-pounds, being recorded on a minute 
■basis. That is, to say, the power is meas- 
ured in foot-pounds per minute, 33,000 foot- 
pounds being called one horsepower. This 
being the case, if it be possible to absorb 
the power as fast as it is developed and to 
measure at once the pressure for which it 
is responsible, and the distance through 
which it acts, it is at once apparent that 
the desired result may be obtained. As a 
matter of fact, this may be done by placing 
a friction brake or band of some sort upon 
the flywheel, or any smooth pulley fixed to 
the crank shaft, and after adjusting it until 
it exerts a drag upon the action of the 
motor, measuring or simply weighing the 
effort which is required to keep it from 
turning around with the pulley. 

Various modifications of the power 
■brake may be used, the choice between 
them being largely a matter of caprice, as 
they are alike in principle. The most suit- 
able form for measuring light powers, 
where a temporary and simple equipment 
is desired, is shown in the accompanying 
illustration. As will be noticed, it consists 

essentially of a double shoe brake tied to- 
gether with a pair of long bolts drawn up 
by wing nuts, the two blocks or side 
pieces being cut away in the middle to fit 
over the rim of the pulley. One of the 
blocks is extended considerably to form an 
arm by means of which the pair may be 
prevented from turning over with the pul- 
ley when the bolts are drawn up. The outer 
end of this arm is provided with a hook 
by means of which it may be suspended 
from a common spring balance, as shown, 
and the power weighed by the readings 
obtained from it. Several holes should be 
bored through the upper bar and counter- 
sunk, so that a liberal supply of oil may be 
fed to the friction surfaces, and in use, 
these should be filled as fast as they empty 
themselves. The brake and a good spring 
balance together with a revolution counter 

of some sort, are all that is required for the 

In measuring the power, the rnotor is 
first started with the brake off, and after it 
has been running long enough so that the 
carburetter is drawing regularly, the brake 
is slipped on, the balance having been at- 
tached to the end of the lever previously, 
and the screws drawn up' until the 
motor begins to slow down. At the same 
time, the spark should be advanced and the 
throttle opened until with full advance and 
throttle opening, the motor appears to be 
running at about its usual rate. Then the 
reading of the balance should be taken, 
while at the same time the speed of the 
crank shaft should be noted. During the 
process, plenty of oil should be applied 
to the brake, and care taken not 
to allow it to become too hot, as in that 
case the friction will be found to increase 
very rapidly, and in all probability the 
motor will be stopped. In any case, the 
reading of the weight and speed should be 
taken only when the speed is constant, and 
then simultaneously. At first, not a little 
difficulty will be experienced in getting the 
motor to run smoothly and prevent the 
brake from gripping suddenly. But with 
a little experimenting it will be found pos- 
sible to get very good results. 

Afterward, a series of such runs should 
be made, taking the readings at various 
speeds and with various combinations of 
spark and throttle position, so that the 
power under varying conditions may be 

determined. In any event, however, at 
least three readings should be made for 
any one set of conditions, and the average 
of these taken in calculating the horse- 
power, as in this way considerable error in 
observation may be counteracted. 

After having run the test, the actual 
horsepower value may be obtained in the 
following manner: First of all, bearing in 
mind that all the work which is being done 
by the motor is counterbalanced by the 
spring scales, it is evident that the effect 
is the same with the beam stationary and 
the flywheel turning as it would be were 
the wheel to be kept stationary and the 
beam whirled around it at the same rate 
of speed. This, of course, is an imaginary 
condition, but as the result would be the 
same in either case, let it be supposed that 
the wheel is fixed and the brake is being 
whirled about it as a sort of crank, the 
effort applied to it being, of course, that 
which is shown by the spring balance 
reading, and the distance through which it 
acts, being the circumference of a circle 
with radius equal to the distance from the 
centre of the wheel to the point of attach- 
ment of the balance. It is to be remem- 
bered that the result ought to be expressed 
in foot-pounds, and hence, if the radius of 
the beam be expressed in feet, the product 
of this into 3.1416X2X the balance reading, 
be taken, and this multiplied iti turn by the 
speed in revolutions per minute, the result- 
ing product will be the total amount of 
work done by the motor, and this divided 
by 33,000 will yield the brake horsepower.' 

Thus, taking a practical example, if the 
length of the brake arm be 2 feet, the 
speed taken at the time of noting the load 
1,800 revolutions per minute, and the weight 
shown by the balance 3 pounds, then the 
horsepower will be: 



For the sake of convenience in working 
out several values of the horsepower, the 
greater part of the factors may be grouped 
into a single constant multiplier, the process 
thus easily being simplified into the succes- 
sive multiplication of this and the speed and 
brake reading — the only two changing 
elements. Thus a "brake constant" may be 
obtained for any particular brake. In this 
instance it would be: 




Multiplying this factor by 3X1800, the 
balance and speed readings, the same re- 
sult of 2.05 horsepower is obtained. The 
brake constant may be obtained in practice, 
by simply multiplying the distance from the 
centre of the pulley to the point of sup- 
port of the brake arm, taken in feet, by 
the quantity, .0001904, which is easily re- 
membered, and the product jotted down 
for further use. 

One point in connection with the reading 
of the balance, should be noted carefully, 
namely, that the actual reading is the sum 



of the force required to anchor the arm, 
and the weight of the arm itself. This lat- 
ter, having nothing to do with the power of 
the motor should invariably be subtracted 
from the actual reading in order to give 
the correct result upon calculation. By- 
suspending the brake by the spring balance 
at the end of the arm, and a cord tied about 
the point which lies directly over the cen- 
tre of the flywheel when the brake is in 
position, this unbalanced weight may be 
determined. Its value should always be 
subtracted from the reading of the balance 
before multiplying out to get the power. 
Thus, in the example just cited, the actual 
reading on the scale might have been 4j4 
pounds, but the unbalanced weight of the 
brake having been found to be ll/i pounds, 
the actual force required to keep the brake 
from turning over would be 3 pounds, the' 
figure already used. 


Amendments to the Existing Law Which 
■will Eliminate Inconvenient Provisions. 

Another Way to Compute Horsepower. 

One more has been added to the already 
over-full list of approximate methods of 
obtaining the horsepower of a gasolene 
motor, the latest, though not so simple as 
some of its predecessors, having the ap- 
pearance of a greater degree of accuracy 
than some of them have had. It is to 
multiply the bore by the stroke, by the 
number of impulses per minute, and divide 
the continued product by 6,500. The cylinder 
dimensions are invariably to be taken in 
inches. And the result is said to be fairly 
accurate for all motors having an initial 
compression of 70 pounds per square inch. 

The horsepower of the internal combus- 
tion motor can be determined only by 
actual test, or by calculations involving 
various assumptions. 

In the use of any rule taking into ac- 
count only the size of the motor and not 
its speed, only the vaguest sort of a result 
can be obtained. Thus, the old rule, divide 
the cube of the bore by three — or four, as it 
is sometimes given — is by no means reliable 
and is hardly better than guesswork. Any 
rule which takes into account both the 
cylinder dimensions and the speed, on the 
other hand, will produce fairly good re- 
sults for all motors yielding a mean effect- 
ive pressure nearly equal in value to that 
obtained in the test from which the formula 
was derived. 

The reason for this is that the standards 
of design are becoming so well established 
at the present time, that machines of the 
same type produce, under normal condi- 
tions, about the same mean effective pres- 
sure per square inch of piston area, for the 
same amount of initial compression, and 
hence, by taking into account the piston 
speed and the cylinder area, and using a 
constant based on the average value of the 
pressure, a close approximation to the cor- 
rect may be obtained. 

In case the cylinder dimensions are given 
in the metric rating, the same process is 
carried out except the constant used is 
110,000,000, instead of 6,500, the result com- 
ing out -in horseoower as in the first case. 

Washington, D. C. — The House Commit- 
tee on Patents, to whom was referred the 
bills for the amendment of the United 
States laws relative to registration of trade- 
marks, has referred back to the House the 
R. 15,911, with amendments and the recom- 
mendation that it shall be passed as 

One of the amendments propbsed is for 
the purpose of meeting the objection that, 
in ordinary cases, a trade-mark needs no 
description, and that often an attempt to 
describe it is likely to prove a limitation 
to the right of the applicant, since if the 
infringers' mark does not come precisely 
within the written description it would be 
held not to infringe. It is the opinion of 
the committee that there is never a case 
where a description is either needed or 
desirable except when colors are used, and 
the amendment provides for this when the 
colors do not appear in the drawing. 

There is a further provision to provide 
for the establishment of classes of mer- 
chandise for the registration of trade- 
marks, the same to be arranged by the 
Commissioner of Patents, and for the de- 
termination by him of the particular de- 
scription of goods to be comprised in each 
class. It would then be the rule that on a 
single application for registration of a 
trade-mark, that trade-mark may be regis- 
tered at the option of the applicant for any 
or all goods upon which the mark may 
actually have been used which are com- 
prised in a single class of merchandise, pro- 
vided a statement shall be filed showing the 
particular goods to be covered. 

This is in line with the provisions of the 
trade-mark laws of nearly all commercial 
countries. In England there are fifty classes, 
in Germany forty-two, and in France sev- 
enty-four. Up to 1903 it was the practice in 
our own patent office to allow the mark on 
an entire class of goods to be registered on 
a single application, but in that year a rul- 
ing was made to the effect that, under a 
proper construction of the statute, a single 
trade-mark would cover merchandise of 
substantially the same descriptive proper- 
ties, since section seven of the statute gave 
a remedy only to those who placed a mark 
upon such goods. Since that time and since 
the passage of the Bonygne bill there has 
has been much complaint. Manufacturers 
have made statements to the committee to 
the effect that where, under the former 
practice they could protect all their goods 
by from one to three applications, they 
would now be compelled to make from ten 
to seventy-five, and, of course, pay a sep- 
arate fee upon each application. 

While foreign countries are willing to 
protect American trade-marks, such coun- 
tries base their registration on that in the 
country of origin, therefore the American 

manufacturer who produces a certain clasy 
of goods, and is obliged to split up his- 
application, must do the same in every 
country where he seeks registration of his- 
mark. Besides the inconvenience to which- 
our manufacturers are subjected by reason- 
of this rule, the pecuniary advantage en- 
joyed by a citizen of a country which wilt 
permit an entire class to be registered oi* 
a single application is not inconsiderable- 
when it is remembered that, in some coun- 
tries it costs from $50 to $75 for each regis- 
tration of a trade-mark. Under the present 
ruling various goods of the • ime class -can- 
not be included in one registration, but 
separate applications and fees must be- 
rhade for each article of the class. The- 
Commissioner of Patents is in accord witb 
this proposed change. 

Another change in the present law is- 
proposed so as to allow any citizen of a 
foreign country who has manufacturingf 
establishments located within the United 
States the same rights and privileges for 
the registration of his trade-marks used 
on the products of such establishment -as- 
are enjoyed by our own citizens. 

Where Roads are Mended with Hay. 

"They mend roads with hay in Vermont,"" 
reports a motorcyclist who speaks from ex- 
perience. "I was there last fall and ill 
going to Rouses Point, N. Y., from St. Al-' 
bans, I came across the muddiest roads I 
have ever encountered anywhere. My ma- 
chine and myself were a sight. At times- 
I would be brought up all stinding and my 
front wheel would go so far toward disap- 
pearing that I was in constant fear of going- 
clear through to China. At the small hotel 
the farmers crowded round me gaping at 
my machine in awsstruck wonder, but whett 
I remonstrated with them about the state of 
their roads, one of them said: 'Well, but 
only last week we filled those holes with 
four loads of hay. I think- the cattle must 
have gotten out and chewed it up.' To me 
it was a new way of mending roads." 

The Speed that Counts. 
On a long run it is the average speed that 
counts. This is a truism, the force of 
which was learned by the cyclist early in 
the day, and it is more than ever applicable- 
to the motorcyclist, for spurts are apt to- 
result in derangements that will reduce the 
average speed. Thus, where the matter of 
hard and moderate driving is concerned, 
the motor bicycle has some points in com- 
mon with both the cyclist himself and the 

Subject to Queer Spells. 

A bicycle supply house in New York City 
received the following postal sent from a 
little town down in Georgia: 

"Deer Sur — Plees sen me yore caterlog 
of bicicle supplizes. 

"Yores truely. 

"P. S. — You need not sen it. 
change my mind." 

I have 




What can be done to Make the Riding 
Season a Successful One. 

Spring overhauling time is close at hand 
and this, in the case of the motor bicycle, 
means vastly more than in the case, of its 
leg driven contemporary, and while many 
riders will leave the task to the local ex- 
pert, there are those who prefer to attempt 
it themselves. It is, moreover, a matter 
that is imperative; it must be done if any- 
thing like reasonable satisfaction is to be 
expected of the machine during the com- 
ing season. To just what extent this pro- 
cess of overhauling must be carried will 
naturally depend upon the circumstances. 
If the machine was new a season ago and 
has had neither hard nor constant service, 
it will, of course, not require as much at- 
tention as one twice as old and that has 
been worked to the limit of its capacity. 
Just what it is to consist of will also depend 
in a large measure upon the motorcyclist 
himself, or more particularly the extent of 
his mechanical knowledge. If he happens 
to be one of those individuals who will pro- 
ceed forthwith to distribute the various 
parts of the machine over the surrounding 
scenery and then prove utterly unable to 
reassemble them, he needs no advice. Noth- 
ing will deter him from satisfying his 
curiosity as to what the "works" look like 
and nothing on earth will give him the abil- 
ity to put them back in place properly 
after he is through monkeying with them. 

But to the average owner of a motor 
bicycle who is neither a machinist nor an 
expert mechanic, taking the machine down 
and giving it a thorough overhauling pre- 
sents no insuperable difficulties. Care, pa- 
tience, a knowledge of at least the rudi- 
ments of mechanics and a few ordinary 
tools are the only requisites. Given these 
and the leisure time and there is no reason 
why the amateur should not be able to 
put his machine- in first-class condition for 
the coming season's work, unle.= s an ex- 
amination should reveal damage only to 
be corrected with the aid of facilities and 
skill that are not at his command. Cleaning 
will, of course, constitute the bulk of the 
work. Take out the spark plug and if 
sooty or oily, devote a little attention to 
it with the aid of a piece of emery cloth 
and in the latter case, either soak it in 
gasolene or wet the end and burn it off. 
This will be the least of the cleaner's 
troubles. Take down the carburetter, being 
careful to note the adjustment so that it 
may be replaced as formerly, and remove 
any sediment or deposit besides devoting 
particular attention to the jet. The same 
applies to the contact breaker and its con- 
nections. The former should be gone over 
carefully to see if the contacts be worn or 
loose, note if the connections are tight and 
sound, for crystallization often occurs in 
copper wires where the latter are bent or 
joined to anything and the wire that is to 

all appearances in good condition may 
either be on the point of cracking or may 
have already parted and be held together 
by the insulation. The neatest and most 
practical way of avoiding any risk of this 
kind is to provide the ends of all wires with 
terminal loops or disks which may be had' 
from any electrician and are soldered firmly 
to the wire. Lacking these the wire itself 
may be soldered direct to the terminal to 
which it is to be attached, but the latter 
does not make as neat a job by any means 
and cannot be disconnected without melting 
the solder. 

Above all things go over all the wiring 
carefully and see if the insulation happens 
to have suffered. If it has been abraded 
here and there, but the injuries are not ex- 
tensive, they may be remedied with a little 
rubber solution and electrician's tape, but 
if the. ^covering shows signs of wear to any 
extent it will be found far preferrable to 
to replace it altogether and in doing so, 
economy lies in obtaining the very best in- 
sulated wire that is to be had. As but a 
very small amount of wire is required, re- 
placing it even for the slight defects which 
can be repaired will be found to represent 
the proverbial stitch in time and will un- 
doubtedly save untold annoyance for insu- 
lation is seldom better than it looks — 
usually the reverse. It must be borne in 
mind that it has been subjected to a con- 
siderable degree of heat as well as vibra- 
tion and an occasional wetting, and these 
combine to bake the rubber compound that 
forms the covering. Never use solid wire 
if it can be avoided; copper hardens 
rapidly under • continued vibration and as 
soon as the metal reaches the crystalline 
stage the wire will break like so much 
pipe clay, and usually without in any way 
disturbing the insulation so that to all ap- 
pearances nothing has happened. Get flex- 
ible wire or cable; it is composed of a large 
number of strands of very fine wire. It is 
as easily twisted and turned as a piece of 
string and remains serviceable even though 
quite a few of the strands break. But 
when using it care should always be taken 
to solder all the strands at the bared end 
together, as one or two of them straying 
from under the binding post may give no 
end of trouble. 

The battery should be tested and will no 
doubt be found to have "died" if the ma- 
chine has been laid up during the winter. 
But even should it respond, foresight will 
dictate a new set of cells, for they must 
under such circumstances represent a very 
uncertain quantity. Examine the inside of 
the tank — not with the aid of a match, but 
preferably by daylight, for even if it has 
been empty for months, the cap has doubt- 
less been in place and the gasolene vapor 
will have been retained. There is a pe- 
culiarity about gasolene vapor that is not 
generally understood and that is the fact 
that it is heavier than air and will settle 
to the bottom of any receptacle containing 
it. This accounts for some of the "didti't 
know it was loaded" kind of accidents that 

are brought about by the combination of an 
explosive mixture of gasolene and a lighted 

There is little chance of anything having 
gone wrong with the coil during the time 
the machine has been out of use, but if the 
other connections are tested by sending a 
current through them, this will doubtless 
include the coil in the circuit as well, and 
a word of caution here may save the price 
of a new one. If the wiring has been dis- 
connected for examination or replacement 
and the test is made when in this condition, 
always take pains to see that there is some- 
thing in the secondary of the coil, such as 
a spark plug or anything that does not pro- 
vide a gap beyond the capacity of the coil 
to bridge. Every time the primary circuit 
is closed, a current of very high intensity 
is induced in the secondary and if the gap 
between the terminals af the latter offers 
too great a resistance for the spark to 
leap the current will be confined to the coil 
and it will seek the outlet of least resist- 
ance. It must go somewhere and there are 
only two available paths for its escape, 
through the insulation to the primary or 
between the layers of the secondary wind- 
ing itself, and either means damage entail- 
ing a costly repair 

This will complete the examination of 
the accessories and attention may next be 
devoted to the engine itself. But before 
taking it to pieces, note its adjustments and 
particularly the timing of the contact 
breaker and exhaust valve so that they may 
be replaced in the same position. Then 
dismount the crank case and flywheels in 
turn and withdraw the piston from the cyl- 
inder; its vital parts will then be in a posi- 
tion for overhauling. First remove the de- 
posit of carbon from the top of the piston; 
if an unnecessary amount of oil or too 
heavy oil has been used there will be a 
crust of appreciable thickness and so hard 
that nothing short of chipping with a cold 
chisel will have any effect on it. Care 
should be taken to remove all of it, as any 
small projecting pieces inadvertently over- 
looked will cause trouble by becoming in- 
candescent and causing the engine to con- 
tinue firing after the spark has been shut 
off. Examine the walls of the cylinder 
carefully; if proper lubrication has been 
maintained they will present a dull, clouded 
appearance. If there has been undue fric- 
tion they will be bright and shiny and there 
may even be scores or scratches which, if 
very deep, will be fatal to good compres- 
sion. Should such a defect as this be in 
evidence it will be economy to send the 
cylinder and piston to the maker for re- 
pair or probably replacement. 

Remove the piston rings and clean out 
the grooves. Should the rings not exhibit 
sufficient springiness, they will need re- 
placing, but this will seldom be the case. 
Before removing the rings from the pis- 
ton note whether they have worked around 
so that the gaps in all three are in line. 
Should this be the case it will be advisable 

(Continued on page 43) 





RtADiNG Standard 

"Get Next to a Good Thing" 






r For 

lAf^^ naa!U T 1^ ^ ^ The Speed Merchant, 

fluUUIIU I IIUlll The Pleasure Seeker, 

The Ladies, 

All live dealers, who know, sell them. 

You're next. Write soon. 


Readinsf, Pa. 

J. T. BILL & CO., Los Angeles, Distributors for Southern California. 

J. W. LEAVITT & CO., San Francisco, Distributors for Northern California. 

SCOTT SUPPLY & TOOL CO., Denver, Distributors for Rocky Mountain States. 





(Continued from page 41.) 

to drill and tap a hole in the seat of each 
ring and screw a small pin into it. The 
hole must not go clear through the pistpn 
and a hole 3/32 in diameter will be suffi- 
ciently large. Corresponding holes must 
be drilled in the piston rings as well and 
they should not go clear through in this 
case, either. The ring will then be held 
fast when placed on the pin, the latter be- 
ing so located that the openings in the rings 
do not coincide when in place. Unless the 
motorcyclist be skilled in the use of tools 
he had better run the risk of having the 
rings work into line again or turn the job 
over to a good repairer, or the maker. 

See whether the gudgeon or wrist pm 
to which the connecting rod is fast at the 
piston end shows signs of an unusual 
amount of play and adjust it accordingly, 
but do not attempt to get it too tight. If 
there has been so much wear at this point 
that further adjustment is not possible, new 
linings will be necessary. The same applies 
to the other end of the connecting rod 
where it is attached to the crank pin. Hav- 
ing given the entire interior of the engine a 
thorough cleaning and adjusted the moving 
parts properly, attention may next be de- 
voted to the valves. So much has been said 
in these columns on the head of valve 
grinding that it is hardly necessary to men- 
tion it again in this connection. If the 
valves shown signs of being pitted, put 
them through this process. See that the ex- 
haust valve push rod works properly; if its 
spring returns the valve to its seat with 
sufficient snap and if the lifter is correctly 
adjusted. The remarks about the spring 
apply to the inlet valve as well with the 
exception that here it is far* more important 
that the spring should be of the proper ten- 
sion. If the spring has become weak the 
engine will be apt to miss and backfire at 
high speed. 

Having attended to all these details the 
engine may be reassembled and consider- 
able care will be necessary here as well. The 
compression rings are easily broken and 
unless the exhaust-valve cam and the con- 
tact breaker are replaced as they were pre- 
viously, the unfamiliar hand may find that 
the engine will utterly refuse to work when 
he gets it together again. It will then be 
necessary to shift the adjustments until 
the proper time for the occurrence of the 
spark and the opening of the exhaust valve 
have been located. This done, the improved 
running of the engine and the knowledge 
that it is in good shape will no doubt amply 
reward the motorcyclist for his trouble. 
But do not stop at the engine by any means; 
give the whole machine a thorough over- 
hauling — the bicycle will need as much as 
its motive power and should not be neg- 
lected. Making a thorough job of both is 
a task of no mean proportions and unless 
the possessor of a motor bicycle thinks he 
can do justice to itj he had far better turn 
it over to some good repairer or send it to 
the makers for overhauling. 


How a Motorcyclist Met a Fuel Emergency 
and Cut Cost in Half. 

Fuel forms such an insignificant item in 
the maintenance of a motor bicycle that 
there would appear to be absolutely no in- 
centive to experiment with other fluids 
than gasolene for this purpose, even though 
the latter should undergo a more or less 
considerable rise in price as seems more 
than likely to be the case within the next 
few years. Still it is a matter of more or less 
common knowledge that the internal com- 
bustion motor particularly of the high speed 
type employed on the motorbicycle will 
operate very satisfactorily on almost any 
of the volatile hydrocarbons, such as ben- 
zine, alcohol and even kerosene, and it is 
something that stands the motorcyclist in 
good stead when he finds himself some dis- 
tance from home with no gasolene to be 
had. If the engine be still .warm he can 
start off with kerosene almost as readily as 
with gasolene, tliough the reverse will be 
the case if the motor has been allowed, to 
cool off. 

This led a motorcyclist who lived in a 
district where gasolene was at a premium 
to undertake some experiments on his own 
account, and in so doing he suceeded in 
cutting the cost of his expenditure for fuel 
practically in half. Gasolene cost in the 
neighborhood of forty cents and kerosene 
Was to be had at something like fourteen 
cents a gallon, so he tried mixing the two, 
the proportions of half and half bringing 
the cost of the compound down to a figure 
not much higher than that at which gaso- 
lene is to be had in more civilized communi- 
ties. But this proportion could only be 
tised in the summer months when the tem- 
perature would not prevent easy starting, 
but it was found that there was no difficulty 
at any time in getting the engine to start 
with one-third kerosene as easily as with 
straight gasolene. One objection to the 
use of more kerosene arose and that was 
the difficulty of starting the engine on the 
last half pint or so in the tank. As the 
calorific value of kerosene is higher than 
that of gasolene, the power would not only 
not suffer but under favorable circumstances 
show an increase through the use of the 
compound so that the experiments may be 
said to have been entirely successful. 

An Up-to-Date Mail Robber. 
Although those sons of Belial who are 
disposed not to regard with due integrity 
the property of their neighbors, have put 
to their evil uses nearly everything else, 
including the motor car and the bicycle, it 
remained for a Buffalonian to swing the 
motor bicycle into line to aid him in get- 
ting away with Uncle Sam's mail as de- 
posited in the post boxes of his town by its 
.trusting citizens. One day last week a man 

was observed to ride up to a letter box 
on the corner of Elk and Hayward streets, 
and bringing up beside the post, take a key 
from his pocket and unlock it, closing it and 
riding away after abstracting from it sev- 
eral letters. It was all done with such ab- 
solute sang froid, that it did not occur to 
anyone to stop him until afterward, and then 
the police and postoffice authorities were 
notified. By that time, however, the mis- 
creant had escaped. 

To Promote Cycling in Philadelphia. 

To promote cycling generally in Phila- 
delphia, the Northeast Wheelmen's Racing 
Association has been formed at Frankford, 
with W. S. Gibson as president and Wm. 
Hagaman as secretary. The club will hold 
its first race meet on Saturday, April 21, 
the Kensington driving park at Holmsburg 
having been loaned for the purpose. There 
will be a one and a five mile handicap and 
team pursuit race between Atlantic City, 
Camden, Philadelphia and Frankford clubs, 
for which twenty-one prizes have been 
already donated. Entry blanks can be 
secured from the secretary, William Haga- 
man, 1SS4-6 Adams avenue, Frankford, 

East Orange Wants Motorcycle Police. 

Acting Chief of Police, James Bell, of 
East Orange, N. J;, has submitted to the 
police committee of the City Council, a 
formal request for three motor bicycles to 
be used by the members of his force in 
checking the speeding of motorists in that 
portion of the Oranges. There' have been 
several complaints of late as to the amount 
of reckless driving which is being done by 
motorists there, and Chief Bell has come to 
the conclusion that the only effectual way 
of putting a stop to it is to mount several 
of his men on motorcycles and give them 
posts where they can get after the 

Humor too Rich for Britons. 

That proverbial mental anguish of the 
British subject when faced with a joke, has 
probably been brought to a climax recently 
in the case of an advertiser who applied to 
the public at large through the want column 
of one of the trade papers, offering a "gent's 
tandem" in exchange for "a lady's safety 
and cash, or two ladies." Some irrepressible 
humorist murmured something about big- 
amy, and the scribe has been trying to fig- 
ure it out ever since. 

Buffalo Remounts Motorcycle Cops. 

Buffalo's two motor bicycle cops, Messrs. 
Chisholm and Davis, have received orders 
to resume duty on their mounts, which 
duty is to overhaul and take into "quod" all 
motorists who fail to respect the speed laws 
of that burgh. Their performance last 
season was considered so meritorious that' 
they were personally congratulated by Gen. 
William S. Bull, then superintendent of 





The 1906 Thomas Auto=Bi. 

A few things the OTHER FELLOW don't have: 

A spring fork, placing 8o% of the strain ON TOP of stem. 

Sight feed oiler, regulated while riding, (can't be clogged). 

The Thomas Patent chain belt drive, (does not stretch). 

A one piece hardened crank shaft, large enough to stand all possible strain. 

Won't you let us tell you about the other good points of the 1906 Thomas? 





Represented in the Highest Degree by 



The name tells the story. Backed by years of honest 
reputation. If you wish to enjoy the acme of easy riding, 
say PERSONS when specifying a saddle. 


Worcester, Mass. 




Story of a Day Amid the Picturesqueness 
of a Quaint Little Isle. 

"Bicycles seem to be something of a ter- 
ror in Orkney," says John L. W. Page, in 
the March number of the C. T. C. Gazette, 
and indeed, it would appear that everything 
modern must be somewhat out of place in 
that quaint little isle, to judge from the 
writer's experiences of a day there, which 
was spent as all the tourists' days rightly 
should be — a-wheel. 

"There was some excitement as we passed 
the Old Man of Hoy, and steaming into 
the harbor of Stromness, came to our 
moorings beside the quay," he says. "For 
an Orkney man. had told us that the bicycle, 
was a rara avis in Orkney, and at least 
three of us wished to ride across Pomona 
or Mainland — ^which is the somewhat mag- 
nificent name of the largest island — to 
Kirkwall. There was a dash, therefore, up 
the narrow paved street that forms the 
principle thoroughfare of Stromness for the 
abode of one Garrick, the only man who 
had bicycles for hire. 

"An ancient and fish like smell pervades 
Stromness, and we were glad to leave it be- 
hind, even though a long and dusty hill lay 
"ahead, and the sun beat strong upon our 
backs. On the summit we paused to look 
back upon the view beneath. On the steep, 
winding shore of the bay, lay the little 
town, clustering about its church spire, a 
pile of grey stone houses wearing an aspect 
singularly Norwegian — though, after all, 
this is hardly singular, for Orkney is al- 
jnost as much Scandinavian as Scotch. 
Across the land-locked harbor rose the 
lofty hills of Hoy, the only island that can 
be called mountainous in the whole group. 
Inland the road wound over gently swelling 
moorland. It is a good road, and though 
undoubtedly 'hilly, is very much of the 
switchback order, and easily negotiated by 
the average rider, at any rate on a still 
day. Unfortunately, still days in Orkney 
are somewhat rare, and we were treated to 
a head wind which blew with steady per- 
sistence for the best part of fifteen miles. 

"We turned a corner, and there came into 
view a broad sheet of water. This was the 
Loch of Stennis, and across it, crowning 
the summit of a low promonotory, stood 
forth the dark columns of the Ring of Bro- 
gar, the Stonehenge of Orkney. Close at 
hand, on a hill to the right, one or two 
more rude menhirs rose against the sky, 
while, at no great distance, a tumulus up- 
heaved, the sepulchre perchance of some 
chieftain who ruled this wild land in the 
far off days of Norse dominion. But a 
monument far greater broke the line of 
moorland further on. Crossing the Bridge 
of Waith, which spans the inlet whereby 
the canal finds communion with the sea, 
and passing the scattered cottages of Sten- 
nis village, we came presently to Maes 

Howe, perhaps the most remarkable mound 
in Great Britain. 


"The view in its way is impressive. 
Ranges of heathery hill bound the horizon 
— a wild, breezy landscape. Near at hand, 
the little grey kirk of Stennis stands on a 
low swell in the moorlands. Beyond, across 
the loch, are the dark stones of the sacred 
circle. Trees there are none; indeed, the 
only trees we saw in Orkney (and they 
were only a few feet high) were those fill- 
ing a narrow glen a mile or two further on 
and a few near the cathedral at Kirkwall. 

"Bicycles seem to be something of a ter- 
ror in Orkney. At the top of a very easy 
descent into Fiustown stands a caution 
board of the C. T. C, which must have been 
put up at the request of the inhabitants, for 
that eminent body would never have erected 




Morgans Wright 



one at a similar spot in England. But this 
is not enough. There is a remarkable sup- 
plement in the shape of a portentous no- 
tice by the island authorities to the effect 
that any cyclist passing through the village 
beyond a walking pace will be fined two 
pounds! So scorchers, beware! ' 

"At Finstown, we again descend to the 
sea, and skirt it more or less all the way 
to Kirkwall; in fact, the sea is seldom out 
of sight anywhere, so cut into is Pomona 
by inlets and 'sea lochs.' This Bay of Firth 
is rather a dreary place, edged by low 
banks rather than cliffs, the only feature 
approaching to boldness being Wideford 
Hill. This is crowned by the ruins of a 
'Pict's House,' a sort of small Maes Howe, 
for it has the same narrow entrance pas- 
sage, and a similar, though smaller, central 
chamber with cells adjoining. Over the 
flanks of this emininence, which is 740 feet 
high, a considerable elevation in Orkney, 
the road creeps in a long gentle ascent. 
Presently, rounding a bend, we come in 
sight of Kirkwall, and bleak it looks, lying 

on an exposed slope, the country at its 
back crossed with the stone walls of bar- 
ren looking enclosures. Another long de- 
scent takes us once more to the water's 
edge, and crossing a bridge over a back 
water, we enter the capital of Orkney. 

"Dark as it looks from a distance, Kirkwall 
is a pleasant enough town, though the fishy 
odor that pervades the place (to an extent 
far greater than at Stromness) renders the 
place anything but fragrant. This is caused 
by the enormous quantities of fish offal 
with which every car appears to be loaded 
to excess, and whereof unconsidered trifles 
drop freely upon the roads. The 'royal 
burg' is very ancient, dating from the days 
of the Norseman at least. But there are 
few signs of their rule nowadays, though 
the Middle ages are still represented by a 
few old houses with picturesque crow- 
stepped gables. It is a big town— for Ork- 
ney — the population reaching three thou- 
sand, a thousand more than Stromness. 

"The 'lion' is, of course, the cathedral of 
St. Magnus, which dominates the whole 
place — in fact, Kirkwall is not so much a 
town with a cathedral as a cathedral with 
a town. The great dark mass broods over 
the houses like a hen over her chickens, 
and viewed from any point, whether on 
land or sea, it is the cathedral and not the 
town that fills the eye. 


"Time pressed, so we turned the heads of 
our steeds towards Stromness. As we rode 
down Wideford Hill we encountered a 
dusty 'machine' (a machine in Orkney is 
not a bicycle but a hired conveyance) and 
from the interior there came a roar. It was 
our sailorman, who, despairing of getting 
a bicycle, had chartered a vehicle of another 
class, and was proudly making his way to 
Kirkwall. Otium cum dignitate was in his 
very look as he lay back, enveloped in a 
long blue mackintosh. And the sun blazed 
down upon him relentlessly. But perhaps 
he had heard of the Duke of Wellington's 
advice re the climatic vagaries of North 
Britain. 'When fine,' said the Duke, 'always 
carry an umbrella — when wet, please your- 
self.' But I believe he had an umbrella as 

"At Stennis we discussed the advisability 
of diverging to visit the Ring of Brogar. 
Ultimately my companion, who, I regret 
to say, has no soul for the past, elected to 
push on to Stromness, and I made the rest 
of the journey alone. The Ring, which lies 
about a mile away from the main road 
and on the opposite side of the loch, is 
reached by the Bridge of Brogar, a narrow 
causeway which crosses the fine sheet of 
water about its centre, where it is only little 
more than a hundred yards in width. In- 
deed, this causeway has the effect of divid- 
ing the loch into two parts, of which the 
Western portion is known as the Loch of 
Stennis, the eastern as the Loch of Harray. 
The loch, taken as a whole, is four miles 
and a half in length, and on an average one 
and a half in breadth, and so abounds in 

Continued on page 47) 





In Your Town who will 





Built and Tested in the Mountains 

We Will Tell and Show You How. 



J. W. LEAVITT & CO., San Francisco, Distributors for Northern California. 

J. T. BILL & CO., Los Angeles, Distributors for Southern California. 

SCOTT SUPPLY & TOOL CO., Denver, Distributors for Rocky Mountain States. 




"Good Old Standbys" 


Toe Clips 

Trouser Guards 

Prices as Interesting as ever. 




(Continued from page 45) 

fish that an hotel has been built at Stennis 
mainly for the benefit of the sons of Zebe- 

"Although the Ring of Brogar is the prin- 
cipal item of the 'Stones of Stennis,' it is 
by no means the only relic. Outlying mon- 
oliths, ten to fifteen feet in height, rear 
their massive forms over an extent at least 
a mile in length betv\ren the high road and 
the loch. But they are very scattered, and 
but few remain of what was probably at 
one time a long row or avenue. The first, 
a big one, is passed soon after turning into 
the road to the loch; then follows a wide 
interval, when two more appear standing 
side by side. Then, close to the causeway, 
come three more with the remains of a dol- 
men, which was doubtless once enclosed by 
a circle of which these three stones formed 
part. Somewhere hereabouts was yet an- 
other stone pierced with a hole, through 
which in bygone days it was the custom of 
Orkney youth and maid to clasp hands, 
thereby plighting their troth — the 'Stone of 
Odin' of Sir Walter Scott's 'Pirate.' 

"The Ring of Brogar stands on a low 
promonotory washed on two sides by the 
lake. It it) an immense circle, 340 feet in 
diameter and at one time consisted of no 
less than sixty stones. But alas! only fif- 
teen now remain erect. These vary in 
height from six to eighteen feet. The circle 
is surirovinded by a trench which, though 
much overgrown, still contains water, and 
is by no means easy to cross. 

"The surroundings are bleak enough. 
Nevertheless, or perhaps because of the 
wilderness of the scene, there is something 
very impressive about this mysterious relic 
of the. past — these 'grey stones of the 
heath,' an Ossian calls them — that appeals 
to the imagination. It was now evening, 
and a chilly wind had succeeded the day's 
heat, driving the waters of the loch against 
the stony beach below, and rustling through 
the long grass and heather. Moors gently 
undulating rolled away to the skyline, in- 
terspersed with patches of rough looking 
pasture, amid which rose one or two stead- 
ings, the largest, the old house of Stennis, 
whence the 'Pirate' watched the burning of 
his ship in Strumness bay. Across the wa- 
teT, the great hills of Ploy bounded the 
southern horizon. 

"I turned away and rode hard for Strom- 
ness. But now a dire thing befell. Whether 
the bicycle had failed to accommodate itself 
to my legs, which are long, or the chill 
wind had been too much for my heated 
frame, I cannot say, but I was seized with 
cramp! What was to be done? Dismount, 
I dared not, for, once down, could I get up 
again? If I failed, and had to crawl the re- 
maining four miles, should I be in time for 
the steamer? The risk was too great, so I 
stuck to the bicycle, and, steering with one 
hand, with the other massaged my legs, 
turn and turn about, with the other, ground 
heavily over the hill to Stromness. But I 
was stiff for days." 

forms the basis, of a striking 

double page illustration 

in the new 


It will prove of interest to the 
ladies as well as the men and will 
do much to arouse motorcycle 
interest in many who may never 
have thought of motorcycles. 

We will be pleased to send gratis 

a copy to you or to any of 

your friends whom you 

would like to interest 

in motorcycles. 


Springfield, Mass. 



Don't be penny wise and pound 
foolish and equip a really good bicycle 
with a "just as good" lamp. The 
" night eye " is the most important 
part of the equipment of your bicycle. 
Moral : Use 


Remember that the system of gen- 
eration used in the Solar Lamps is the 
only practical one and results in the 
Lamp that shows the way. 

Our complete catalogue will tell 
you all about the different patterns 
and prices. Yours for the asking. 



NEW YORK OFFICE, 11 Warren St. 

A Fine Regulator Clock 

We will send you one of 
these fine Regulator Clocks, 
S&/4 inches high and i6j4 
inches wide,, case solid oak, 
8 day movement, constructed 
of brass and steel and fully 
guaranteed, in return for 24 
NEVERLEAK certificates. 
Any " Brass Sign" certifi- 
cates that you have on hand 
or hereafter obtain through 
purchases of NEVERLEAK, 
will be allowed to apply on 
the clock. One of these 
clocks will be an ornament 
to any office, shop or store. 

One certificate is enclosed 
with each dozen 4-ounce 
tubes of NEVERLEAK. 
12 certificates will entitle 
you to Brass Sign as here- 




Full Chain Guard with All Connections. 

Made in sections and riveted together, giving enough elasticity 
to avoid the "twang" of a one-piece guard. Adjustable to stretch 
of chain and to differences of length between centers of axles. 


" Handy things 
to have about 
the house." 

We also make 

Mud Guard Fittings, 
SproGl(et Guards, 
Metal Hand Bral(es, 

and otlier pecialt;es. 

Buffalo, N. Y. 

f6j>g'iir oj^» o.fe-;^6^. Oj-^ ^-^y^ . 

Half Guard with All Connections. 

Notice the method of attaching front con- 
nection. Enough adjustment to meet the angle cf 
any frame ; a little feature al our own. It counts. 
The^e guards are just a little better than any 
others. That's why we are still making and sell- 
ing lots of them. 



The Only Book of the Sort in Existence 




154 Nassau Street, New York City 

"The A.B.C. Of Electricity" 

will help you understand many 
things about motors which may 
now seem hard ot understanding. 

I08 Pages. 50 Cents Per Copy. 

154 Nassau Street, NEW YORK. 

The Bicycling World 


Volume LIII. 

New York, U. S. A., Saturday, April 14, 1906. 

No. 3 



Causes Lead Back into the Timber Lands — 
No Signs of Relief in Sight; 

It is evident that the wood rim situation, 
which has been one of the sore points in 
the trade for the past two years, holds 
small promise of early relief. 

As is well known, although the wood rim 
pool boosted prices last season, the quality 
of the goods has been not in keeping with 
the advance in costs, indeed, it has been 
a matter of comment, even on the part of 
retailers, that the stock employed has been 
of most indifferent grades and has given 
more trouble than has been the case for a 
long period. 

That there is small prospect of better- 
ment of existing conditions, is the opinion 
of an interested tradesman who took it 
upon himself personally to investigate the 
causes. He went straight to the fountain 
head of the "pool" in Michigan, which State 
supplies the great bulk of the timber best 
adapted for wood rim manufacture. He was 
quickly assured that there is absolutely no 
likelihood of a reduction in prices and his 
inquiries convinced him that the "pool" it- 
self is in an uncomfortable position in 
respect to the supply of wood stock avail- 
able and is not, therefore, wholly respon- 
sible for the variable and indifferent quality 
of rims that has given rise to so much dis- 

It appears that the owners of the most 
desirable timber have awakened to its value 
and to the fact that the supply is not over- 
abundant. Accordingly, they are holding 
the stock for the higher prices that they 
believe must inevitably be paid for it and 
at present and selling only when and in 
such quantities as their personal pressing 
needs make necessary. In other words, 
they realize that they have a good thing 
and now sniff at the prices that formerly 

The Retail Record. 

Swanton, Vt. — Charles Bushor, new store. 

Topeka, Kan.— W. L. Taylor, sold out to 
M. W. Long. 

Lincoln, 111. — Cherry & Kates, new store 
and repair shop. 

Rhinelander, Wis. — A. E. Briggs moved 
to 18 South Brown street. 

Bangor, Me. — Purington Cycle Shop, 124^ 
130 Exchange Place, enlarged. 

New Orleans, La.- — Abbott Cycle Co., re- 
moved to Baronne street, near Girod. 

Pine Bluffs, Ark. — C. G. Schenck enlarged 
store and sold half interest to R. A. Bird. 

Goshen, Ind. — Watterson & Momm, 228 
South Main street, succeeded by Fred E. 

Cambridge, N. Y.— W. J. Shiland sold out 
to H. G. Barton, who admitted Arthur Day 
to partnership; firm style. Barton & Day. 

Goodyear Forms two Companies. 

Goodyear tire interests have, within the 
last month, incorporated two new com- 
panies — the Goodyear Rubber Tire Co., 
under New York laws, with $1,000 capital, 
and the Goodyear Tire & Rubber Co., un- 
der Massachusetts laws, with $10,000 
capital. K. B. Harwood, manager of the 
Goodyear branch in New York, figures as 
one of the incorporators of the former, 
while C. W. Sieberling, of the Akron fac- 
tory, is named as treasurer of the Mass- 
achusetts company. 

Will be Ready for Diamond May 1st. 

The three story structure at 1S28-1S31 
Michigan avenue, which is being built for 
the occupancy of the Chicago branch of 
the Diamond Rubber Co., is now so near 
to completion that the Diamond people will 
take possession on May 1st. The building, 
which has a wealth of glass front, occupies 
100 feet on Michigan avenue and has a 
floor space of 32,000 square feet. 

Pierce Sets a Good Example. 

George N. Pierce, head of the George N. 
Pierce Co., and president of the Cycle 
Manufacturers' Association, sets a good 
example for his fellows. He uses his cush- 
ioned frame bicycle daily in going to and 
from his office, a practice he has followed 
for many years; and a ruddier, sturdier, 
healthier gentleman never wore a shock of 
silver hair. 


Well Known Motor Bicycle is Rechristened 
— Causes of the Change of Name. 

It's off the slate — the Thoroughbred 
motor bicycle, or, more correctly speaking, 
it is the name Thoroughbred that has been 
obliterated. The machine itself will remain 
very much in evidence, but it has been re- 
christened and henceforth will be known 
as the "R-S." 

The change of name is one of the first 
results of Sales Manager Sherman's influ- 
ence in Reading Standard affairs. Long 
before he assumed the managerial reins he 
had no liking for the title Thoroughbred. 
He did not like either the looks or the 
sound of it. It struck him as being too 
much of a mouthful and lacking that crisp- 
ness that is characteristic of the present. 
He impressed his views on Proprietor 
Remppis, of the Reading Standard Cycle 
Mfg. Co., and Mr. Remppis fell in with 
them. They evolved several snappy and 
one syllable titles, but before adopting any 
of them they submitted the matter to a 
vote of their agents. The agents agreed 
with the headquarters' idea and as a result 
"Thoroughbred" has been relegated to the 
limbo of things that were and "R-S" will 
be emblazoned wherever it was the habit 
to emblazon the discarded name. 

"R-S" stands, of course, for Reading 
Standard and is a very natural patronym 
for the power driven running mate of the 
bicycles which so long have borne the 
familiar name, from which the abbreviation 
will serve to distinguish them as it also will 
serve to suggest the name of its makers 
and the place of its manufacture. 

Incidentally, a new model of the R-S is 
about to make its appearance. It will be 
a racer, well within the 110 pounds limit, 
and it is to be filled to the nozzle with "go." . 

Pope to add to Factory. 

The Pope Manufacturing Company is 
making ready to add to its bicycle plant at 
Westfield, Mass., preparatory to an impor- 
tant change that shortly wiU be brought 
about and that will require the room. Con- 
tractors are now submitting estimates for 
the additions. 




The Dealer Humored him and now he Can- 
not Supply the Demand that Resulted! 

How little a beginner really knows about 
the workings of a motor bicycle, is always 
a mystery to the initiated. Yet, on the other 
hand, how much he thinks he knows, and 
how easy it is to lead him on in that belief, 
even unto his own undoing, is still more of 
a marvel. Sometimes are to be found those 
who are in the "know" and who, for the 
sake of their own amusement, will lead on 
the guileless neophyte as far as he will be 
lead, and when such is the case, the result 
is apt to be ludicrous in the extreme, es- 
pecially where the natural effect is to lead 
the victim of the joke to display his false 
learning on every possible occasion. The 
following instance, the truth of which is 
vouched for by a certain well-known rider 
who also is "in the business," serves to 
illustrate how things of this sort sometimes 
come back. 

It seems that the man in question had 
occasion, not long since, to dispose of a 
worthy, albeit somewhat time-worn machine 
to a beginner of the know-it-clear-up-to- 
the-handle class, who took possession and 
rode away. Returning several days later, 
he approached the former owner while he 
was in conversation with a friend who was 
discussing Jhe advisability of installing a 
new tank in his mount, and especially fav- 
ored a certain pattern. 

"Yes," he said, just as the beginner drew 
near, "I guess you had better put in a 'tor- 
pedo.' I have always wanted one, and now 
that the old one is so far gone, I think it 
will be a good time to make the change." 
"Torpedo?" said the new-comer, "what 
on earth is that?" 

To which the man who owned the 
place, knowing from previous experience 
that the questioner was not to be swept 
aside with any light or trivial answer, re- 
plied, that for machines which were to be 
run at high speeds, it was customary to 
install a tank in which was stored both 
gasolene and a certain peculiar kind of 
torpedo which, being admitted to the cylin- 
der at the proper time, with the regular 
fuel, was set off by the explosion, thereby 
greatly increasing the power of the motor. 
Moreover, he said, it was owing to the ap- 
plication of this principle, which was as 
yet not widely known, that the monster rac- 
ing automobiles were enabled to make such 
Jast time. 

The beginner went his way, with head 
bowed down in thought, and neither of the 
other two thought any more of it until a 
day or two later, when it came to the ears 
of one of them that he had been going 
about from place to place inquiring for 
motorcycle torpedoes, and that in every 
case he had been referring to him as having 

assured him of their use and their great 
value to the motorcyclist. Since then, lie 
has had seevral calls for torpedoes, and as 
the demand for them seems to be increasing 
he is in somewhat of a quandary to know 
what to do. 


Spring Number 


Visiting Importer Explains Bicycle's Popu- 
larity — Jobbing Crocks now a Menace. 




Will bear date 

MAY 5th. 

As usual, this issue will 




all the leading bicycles, motorcycles and 
sundries, and will contain a wealth of 
other illustrations and matter of the sort 





If there is anyone ia your community whom you 
would like to charge or recharge with cycling 
interest and enthusiasm send us their names and 

"There are several reasons why bicycles 
always will be ridden in Japan and one 
reason why American-made machines will 
be the popular brand," said Mr. Andrews, 
senior member of the firm of Andrews & 
George, who have been in the bicycle busi- 
ness in Yokahama for many years, and 
also maintain a branch house in China and 
who is now in New York on one of his 
periodical purchasing trips. "There is no 
danger of the automobile ever supplanting 
the bicycle in the Land of Flowers, because 
of the narrow roads with which that coun- 
try abounds. Since the great political revo- 
lution in 1868 the national mode of con- 
veyance has been the jinrickisha, a narrow 
two-wheeled carriage pulled along by one 
or two men. As this kind of vehicle does 
not require much roadway the Japanese 
government has not seen the need of widen- 
ing its roads or of strengthening its 

"The Japanese are an imitative people and 
as is the case in nearly every country, what 
persons high in officialdom adopt sets th-" 
fashion for the masses. We realized thi.'' 
when we began the introduction of bicycles 
into Japan and planned our campaign ac- 
cordingly. We went for the leaders in 
governmental society and after getting them 
mounted on bicycles nine-tenths of the bat- 
tle was won. One of our first converts was 
the Crown Prince and when he was mar- 
ried we presented him with a full nickled 
Cleveland machine. One of our best sales 
was an order from the government for three 
hundred machines for the use of the army 
oilicers. This was followed by many more 
such orders. Nearly every one began to 
take up cycling and they would have none 
but the highest grade machines. 

"The tactics some American jobbers are 
now pursuing will, I fear, have a detri- 
mental effect on the high-class business that 
it has taken years of arduous missionizing 
to develop. After the war with Russia, 
the resources of the country naturally were 
somewhat limited. Soldiers who owned 
machines before the conflict disposed of 
them when they were called away to duty, 
and at only a fraction of their original cost. 
After the war they began to think of cycling 
again, but in many cases they had not suffi- 
cient capital to acquire the highest grade 
machines. Observing the condition of mon- 
etary affairs, certain jobbers immediately 
began to create a demand for low-priced 
bicycles. The result was that there came 
an influx of cheap machines that were 
rapidly disposed of because of their cheap- 
ness. My only fear is that the purchasers 
of these crocks will become disgusted with 
the unsatisfactory service that is bound to 
result from the cheap wheels and so lose 
their interest in cycling altogether." 




Vital Point it Plays in Motorcycling and 
Some Suggestions on the Subject. 

What is the most important matter re- 
quiring attention in order to keep the 
motor running at its best? is a question that 
will frequently confront the motorcyclist 
and it is one that will doubtless be 
answered differently by different riders. It 
raises a number of considerations and is a 
query that cannot be answered offhand by 
any but the experienced. Probably in nine 
cases out of ten, the average motorcyclist 
will ascribe this quality of exclusive im- 
portance to the ignition or the carburetion 
or possibly to both, and in a. fashion, this 
is, of course, an answer to the question, 
particularly if the latter be regarded in the 
light of an inquiry as to what is most essen- 
tial to keep the motor running. Failure 
of one or the other of these will naturally 
cause the motor to stop, but assuming that 
they are both in working order, then what 
item calls for the greatest amount of atten- 
tion? There can be but one answer to thi? 
question and that is lubrication. 

If, through lack of attention, any of the 
other prime essentials, such as the ignition 
or carburetion have failed, no fear need be 
had of anything else going wrong until 
the motor has resumed operation, but while 
the engine is running it is of supreme im- 
portance that the matter of lubrication 
should be borne in mind, first, last and all 
the time. To a failure to heed this warning 
must be ascribed many of the ills that the 
beginner finds his motor afflicted with. It 
might be reasonable to suppose at first 
sight that every motorcyclist, and indeed, 
everyone who uses any kind of machinery, 
thoroughly appreciates the importance of 
efficient lubrication. Probably every man 
has some sort of abstract idea that a ma- 
chine needs oiling, but neither the time, 
amount, nor frequency with which it is 
lubricated appears to have any great bear- 
ing on the subject, and he thinks that the 
spasmodic manner in which a sewing ma- 
chine or typewriter is accorded attention 
of this kind will suffice for almost any light 

Then there is another thing connected 
with lubrication that the beginner must 
learn sooner or later, and it is nevei* too 
soon, and that is, that there are oils and 
oile, hundreds or thousands of them in fact, 
and few of them are alike regardless of how 
much they resemble one another in appear- 
ance. They are all made for different 
purposes and there are accordingly many 
considerations which enter into the choice 
of the proper lubricant. First and fore- 
most is the purpose for which it is to be 
used, and there is as much difference be- 
tween cylinder oil and oil for lubricating 
bearings as there is between chalk and 
cheese. And cylinder oil is not all one and 

the same thing, by any means, for there 
is steam engine oil for high and low pres- 
sure, water cooled gas engine cylinder oil 
and air-cooled cylinder oil for the same 

It depends entirely upon the conditions 
to- which the oil is to be subjected, and the 
difference between the water-cooled and 
air-cooled cylinder is the higher tempera- 
ture of the latter when working and the 
consequent need for an oil of a greater 
fire test. 

But the average motor cyclist has neither 
the time nor the inclination to delve deeper 
into this part of the problem of lubrication 
so that it is hardly necessary to go any 
further in this direction. The maker of the 
machine has gone through it all and after 
extended experience has settled upon the 
best oil the market affords to keep the ma- 
chine in proper condition. And usually he 
lays particular stress in his book of instruc- 
tions that those oils that he specifies, and 
no others, should be employed. And herein 
lies wisdom; do not experiment and do not 
attempt to economize here. There may be 
many oils to be had at cheaper prices than 
those the maker recommends, but they are 
not the same thing. 

But something more than merely buying 
the oil recommended by the maker is neces- 
sary. It will not do much good if it is 
simply put in the tank and allowed to re- 
main there. Study the maker's directions 
in this respect also, for besides having 
found out just what kind of oil is best suited 
to the needs of the machine after consider- 
able experimenting, he has also ascertained 
how much oil is required and how fre- 
quently it shotild be supplied, and if the 
directions are to the effect that a cup full 
of oil should be used every 25 miles, it is 
just as well not to give the motor a cup 
every IS miles for good measure, or to try 
to cover 40 miles on that amount, though 
the former is decidedly preferable to the 
latter. The motor will certainly run more 
than 25 miles on one cup of oil, but the 
man who designed and built the motor 
knows that just as well as the motorcyclist 
who finds it otit for himself much later in 
the day;, the motor will frequently con- 
tinue to run under very adverse conditions 
but it is not to be improved thereby. It is 
working under conditions that are causing 
damage, the extent of which depends upon 
the degree of shortage of lubricant. And 
every mile run without sufficient oil in the 
motor does more harm than a hundred 
miles under proper conditions. 

Do not stop short of being certain that 
the oil is actually being delivered at the 
point at which it is required. A miss is 
equally as bad as a mile in this case, and 
the fact that the oil is leaking out of one 
of the unions, though the latter may be 
within a fraction of an inch of the inlet of 
the crank case, will be small consolation 
after the damage is done. It came pretty 
near getting there, but not near enough 
and a leak only a quarter of an inch away 

is far enough. And see that the oil does 
not leak out of the crank case after it gets 
there, but above all things be certain that 
it does get there. Most motor bicycles 
are provided with sight feed oilers of one 
form or another, but some motorcyclists 
are so careless that the glass of the sight 
feed becomes incrusted with dirt to an ex- 
tent that renders it of small value. Then 
again the tube leading from the oil tank 
may have become clogged, thus effectively 
shutting off the supply of oil altogether 
though the tank may be full, and unless the 
sight feed is clean this will not be apparent. 
Having obtained the proper kind of oil, 
the most essential thing is to see that it 
reaches the interior of the crank case _ in 
sufficient amount and in order to insure 
this at all times, the entire lubricating sys- 
tem such as the tank, piping and sight feed 
glass should not only be given an occasional 
thorough cleaning out to guard against ob- 
structions, but should also be watched. 
Stick to the maker's instructions at all times 
in this respect as well as in others and 
there will be little if any trouble that a 
month's experience on the road will not 
teach even the beginner to locate and over- 
come. If the individual motorcyclist hap- 
pens to have any policy of his own with 
regard to lubrication, it should be to over- 
oil rather than the reverse. The worst 
damage that can arise from this will be a 
sooted plug and perhaps a sticking valve, 
but under lubrication usually means serious 
damage and a heavy repair bill. 

Concerning the Jobbing Crock. 

"The editorial in the Bicycling World of 
April 7, entitled 'Makers Frown on Alleged 
Jobbers," hits the nail squarely on the 
head," writes a man in the trade whose 
authority to speak on the subject is be- 
yond questioning. 

"I do not believe that any one man not 
in the jobbing business fully realizes the 
conditions that manufacturers of bicycles 
for the jobbing trade have been up against. 

"I have had to figure with some of these 
pirates when five cents difference in price 
would throw a contract for a year's supply 
of bicycles one way or the other. I have 
seen supposedly reputable jobbing con- 
cerns throw down a manufacturer whom 
they have dealt with for years for a few 
cents difference. The question of quality 
is very seldom taken into consideration. 
One of the first statements the average 
jobbing buyer will make to you is that 
quality makes no difference as long as the 
machine lookj well and the price is right. 

"I believe that if the Bicycling World 
would begin a strong campaign to educate 
the local dealer to require all his bicycles 
to bear the manufacturer's name, no matter 
what the name plate may be, it would do 
much to check this evil and raise the 
quality of machines generally, as few manu- 
facturers will be willing to put their name 
plate or trade mark on a bicycle unless it 
is made right." 



it finds the fame of 


more secure than ever. 

National Bicycles have always been appreciated by the dealer or rider who knew what 
a really good bicycle ought to be and who were familiar with the splendid record 
of the National on road and track, and year after year. 

"A National Rider is Proud of his flount," is an old adage." 

It's still trite and true. If not familiar with our latest 

models, we'll gladly inform you regarding them. 

Jf we are not represented in your locality we will be glad to hear from YOU. 

NATIONAL CYCLE MFQ. CO., = Bay City, Mich. 


and 45 per cent. Saving in Tire Haintenance oftheeverreuable 

Fisk Bicycle or Motorcycle Tires 

Like all Fisk products, they have a Quality and a Construction that is 
exclusive — real merit — through and through — that makes their distinct su- 
periority apparent. 


THE FISK RUBBER CO., Chicopee Falls, Mass. 



Published Every Saturday by 


154 Nassau Street, 


Subscription, Per Annum (Postage Paid) $2.00 

Single Copies {Postage Paid) ... 10 Cents 

Foreign Subscription $3.00 

Invariably in Advance. 

Postage Stamps will be accepted in payment for 
subscriptions, but not for advertisements. Cliecks 
Drafts and Money Orders should be made payable to 

iSntered as second-class matter at the New York 
N. T., Post Office, September, 1900. 

General Agents: The American News Co., New 
York City, and its branches. 

ffyChange of advertisements is not guaranteed 
unless copy therefor is in hand on MONDAY pre- 
ceding the date of publication. 

£S"Members of the trade are invited and are at 
all times welcome to make our office their head- 
quarters while in New York: our facilities and 
information will be at their command. 

To Facilitate Matters Our Patrons Should 
Address us at P. O. Box 649. 

New York, April 14, 1906. 

Oddity of the Rim Situation. 

It would be odd, indeed, if the peculiar 
conditions that have brought about an in- 
crease in the price and a doubtfulness in 
the quality of wood rims, served to restore 
the steel rim to even a degree of its fbrmer 
favor; but odd though it may appear, the 
conditions are undoubtedly making for a 
situation of the sort. For bicycle manu- 
facturers with reputations to maintain are 
not likely to much longer suffer the use of 
an article that is imperiling these reputa- 

Several manufacturers of the sort freely 
have admitted to us that the conditions are 
such that the steel rim is again entering 
seriously into their considerations and that 
its use may become necessary as a matter 
of self protection. And as the weight of 
bicycles is no longer a vital factor and as 
steel rims can be now purchased for about 
the price asked for wood ones, it is not 
strange that this should be the case. 

As a matter of fact, the steel felly never 
was wholly ousted. Very many of the 
bicycles shipped abroad always have been 
so equipped and during recent years, the 
motor bicycle has served to call it into 


renewed use even for "home consumption." 
The makers therefore never have become 
wholly unfamiliar with it and the sources 
of supply having been thus kept open, if 
needs be the way to get them and the way 
to apply them will be natural and easy. 

The whole situation and all the attending 
circumstances are uncommon and are mak- 
ing for a situation not less unusual. 

Evil of the Jobbing Crock. 

What the jobbing and mail order bicycle 
—they are one and the same thing — have 
done to the trade of this country is fairly 
well known. That it has served our inter- 
ests abroad no good purpose is also a 
matter of common knowledge, but just 
how it serves the injurious ends was never 
more clearly instanced than by the Yoka- 
hama importer who is now visiting this 
country and whose views are printed in 
another column. Japan long has been one 
of our best customers; in the main, it has 
purchased only high priced bicycles and 
the news that because of the poor financial 
condition of the returned soldiery, the non- 
descript jobbing bicycle has obtained a big 
entering wedge is far from reassuring. 

Of course, the purchasers of such goods 
— whether in Japan or America — are the 
ones chiefly at fault. Their eyes are sup- 
posed to be open and if they permit them- 
selves to be hoodwinked or seduced by the 
transparent just-as-good argument the 
blame rests with themselves. But the harm 
is done, nevertheless, and the reputable 
part of the industry suffers. 

That quality is of small consideration to 
the merchandizers of jobbing bicycles long 
has been notorious. As the correspondent 
quoted elsewhere says, looks constitute 
their chief consideration. If a bicycle is 
cheap and looks good that is the beginning 
and the end of their concern. What is 
under the enamel or nickel is a matter of no 
moment. Such bicycles are made to be sold 
on the principle that "there's a sucker born 
every minute." 

We are not so certain, as our corres- 
pondent suggests, that if the manufacturers 
of such bicycles were required to affix their 
names to them that the standard of quality 
would be raised. When the policy of the 
merchants for whom such goods are pro- 
duced is to shave pennies and to angle for 
suckers, it seems more likely that were a 
reputable name attached, it would be traded 
on and serve rather to spread the evil by 
giving the "cheap and nasty" crowd an ad- 
ditional and apparently sound argument to 


better hawk their wares. If we mistake 
not, this already has been done in several 
instances. A surer means of mitigating 
the evil is to raise the price of the 
cheap stuff and to keep on raising it. It 
already has been advanced, as we well 
know, but the advance should not stop 
until the jobbing mail order "crock" is made 

About the "Blind" Run. 

It is a fact greatly to be deplored that the 
element of the "blind run," once so popular 
with cycling clubs, should have been al- 
lowed to languish during the last two or 
three years. Time was when this form of 
pastime had attained almost too great a 
degree of favoritism; when nearly every 
run was conducted more or less after this 
fashion, and developed into a grown-up 
game of "follow-my-leader." But unfortu- 
nately for the continuance of what might 
be a most satisfactory form of diversion, it 
came about that the routes were laid down 
according to the whim of the leader, the 
pace was set in the same way, and, finally, 
it happened that who ever was unable 
to keep up was dropped out of sight, and 
hence, lost for the day^ while the com- 
monality of such runs was nothing more or 
less than a race to some well-known stop- 
ping place, where the usual and over-famil- 
iar program having been gone through with, 
the return was made in the same style. 

The very essence of the blind run, lies 
in its novelty, its ability to secure for all 
the riders, except the leader, a thoroughly 
enjoyable time without the element of route 
or distance, or speed, and without the care 
of having to follow a schedule. Thus, cut- 
ting loose from all thought except the 
present enjoyment of riding, the members 
led from point to point, even though travel- 
ing over well-known roads, through the 
effect of novel combinations and unusual 
directions, are affected just as they would 
be were they touring over an entirely new 

Thus the whole idea of the blind run 
comprehends novelty, not necessarily nov- 
elty of place, but novelty of course and 
method of access to some objective point, 
and novelty in general treatment of the 
motive of the run. If this be allowed to 
disappear, either through repeated running 
over the same course, or through the creep- 
ing in of the element of speed, the benefit 
of the scheme is entirely lost. It must 
be the ambition of the leader to pick out 
a route which is new to as many of the 
riders as possible, and to make that route 



lead up to something, be it a good meal, a 
good drink, or merely a good view. And in 
the objective lies the keynote of the whole 
situation. For where through lack of time, 
or for any other reason, the riding district 
is limited and well known to the majority 
of the riders, it otherwise would be ex- 
tremely difficult to please; but by intro- 
ducing some means of diversion at the end 
of the outward trip, something, of course, 
which is acceptable to the majority, the 
fact that the route has been over a known 
course need be no detriment to the fun of 
the thing. 

There are a thousand and one things 
which may be done by way of recreation 
within easy riding distance of any club 
house, and a surprising number which have 
not been thought out and tried by more 
than a few of the members. To discover 
them, involves considerable ingenuity, and 
to lead up to them without attracting sus- 
picion as to the end in view, requires even 
more, but with due care in arrangement, it 
is possible to effectually blind even the 
oldest hands. 

Not simply is there a deal of enjoyment 
to be had out of a series of such runs during 
a season, but for the different leaders, there 
is plenty of profitable riding to be had in 
mapping out courses, and contriving blinds 
which shall combine good riding with suffi- 
cient mystery to make them worth while. 
The pioneering, and all the preliminary ar- 
rangements should be carried out as quietly 
as possible, so as not to excite suspicion, 
and if the others are eager to discover in 
advance just what direction is to be taken 
on a given occasion, so much more difficult 
is the task of the leader, and so much the 

In organizing a series of such runs, ex- 
tending over a season and comprising not 
over a half of the total number of runs — 
as otherwise, the thing might grow monot- 
onous — a very good scheme would be to 
issued a series of prizes to the leaders who 
succeeded in blinding the followers success- 
fully up to a certain point in the run, and a 
second series might be given out to those 
who were first to guess what was in view. 
By exercising a little thought and ingenuity 
in making the early plans, such runs may 
be made by far the most attractive portion 
of the annual program, and, indeed, the 
most enjoyable. The element of competi- 
tion should be fostered as far as the laying 
out of courses is concerned, and the tastes 
of all the riders should be catered to, so 
that the inevitable "kickers" may be in the 
smallest possible minority, and the general 
result be one of harmonious satisfaction. 


How a Motorcycle Won an Election. 

Editor of the Bicycling World: 

Noticing from time to time letters in 
your valued publication giving the various 
uses to which motorcycles are put I thought 
a line from me as to how an election was 
won might not be amiss. 

In the summer, I think, of 1901 an elec- 
tion was on in this province and the con- 
stituency in which I reside was very hotly 
contested. At the Court of Revision pre- 
ceeding the election, when the voters' lists 
are finally revised and numbers of names 
added by representatives of both political 
parties, it was discovered when the court 
was in session in this municipality that an 
error had arisen in the taking of some 
seventy affidavits from parties scattered for 
miles through this district — the error was 
of a technical nature, but the objections by 
opposing counsel was considered well taken 
and had the support of the presiding judge 
so that there was nothing to do by the 
parties interested but make a determined 
effort to get a new set of affidavits, other- 
wise the names would be struck off. 

As the court would only sit for some 
three or four hours longer when the point 
was raised, it was considered out of the 
question to do anything with horses to get 
in the necessary affidavits before the court 
would rise, and as I was the only owner of 
a motor propelled vehicle in town at the 
time, and being a duly qualified commis- 
sioner of the High Court to take the neces- 
sary affidavits, the solicitor and others came 
and urged me to take the matter in hand, 
which I cheerfully did. The roads, fortu- 
nately, were in excellent condition and the 
way I got over the ground with my motor- 
cycle (which, by the way, was one of the 
early Auto-Bi's of Ij-a horsepower), was 
surprising. I traveled from place to place, 
securing the necessary documents, and as 
my machine was in the pink of condition I 
made excellent time and accomplislied what 
no other style of vehicle could have ac- 
complished in the same time. I secured 
nearly all the affidavits required. On my 
last trip, however, to secure two or three 
names, I was caught in a terrific thunder 
storm and was drenched to the skin before 
my return. The court had just closed, as I 
returned to town for the last time, but 
owing — I was informed — to my faithful 
efforts, tlie Judge and interested parties 
allowed some two or three names to pass 

The subsequent election was carried, if I 
remember correctly, by the small majority 
of five, and the successful candidate who 
was directly benefitted by my work upon 
the little motor bicycle, shortly after be- 
came a Cabinet Minister of the Province of 
Ontario — hence the motorcycle is a boon 
to politicians in trying times and should 
have their support and encouragement. 

As a means of conveyance for a "conveys 


April 19 — Boston, Mass. — Opening race 
meet at Revere Beach track. 

April 21— Frankford, Pa.— North East 
Wheelmen's Racing Association race meet 
' at Kensington track. 

April 22— Valley Stream, L. I.— Roy 
Wheelmen's five-mile handicap road race 
for club championship; closed. 

May 6 — Camden, N. J.— Atlantic Wheel- 
men's sixty-mile road race to Atlantic City; 

May 13— Valley Stream, L. I.— Roy 
Wheelmen's ten-mile handicap road race; 

May 30— Newark, N. J.— Eighteenth an- 
nual Irvington-Milburn twenty-five-mile 
handicap road race; open. 

May 30 — Salt Lake City, Utah. — Opening 
race meet Salt Palace saucer, and annual 
twently-five-mile road race. 

May 30— Atlantic City, N. J.— Atlantic 
Wheelmen's twenty-five mile road race on 
Pleasantville-May's Landing course; open. 

May 30 — Grand Rapids, Mich. — Grand 
Rapids Bicycle Club's fifteen-mile handicap 
road race; open. 

May 30 — Chicago, 111. — Century Road 
Club Association's annual twenty-five-mile 
handicap road race; open. 

May 30— New York City.— New York 
Motorcycle Club's annual hill-climbing con- 
test; open. 

May 30 — Newark, N. J. — Vailsburg board 
track meet. 

June 10 — Valley Stream, R. I. — Roy 
Wheelmen's fifteen-mile handicap road race; 

June 17 — Valley Stream, L. I. — Century 
Road Club of America's twenty-five-mile 
handicap road race; open. 

July 8 — Valley Stream, L. I. — Century 
Road Club of America's ten-mile road race. 

ancer" and "real estate" man, there is noth- 
ing to equal a good 'reliable motorcycle. I 
have been sent for frequently to draw wills 
in times of emergency, owing to my being 
able to reach urgent cases quickly, and in 
any real estate business in the summer time 
I often do as much work, traveling many 
miles of all kinds of country roads — some 
quite mountainous — and be back to my 
office by 10 a. m. as I could do with a 
fairly good livery horse and reach my home 
by 10 p. m. I rode an Indian last season 
and I cannot say too much in favor of this 
reliable mount; the manner in which it 
climbs some of our steepest grades is mar- 
velous, and on the level a simple "twist of 
the wrist" gives one speed enough to raise 
the hair. 

Wishing your publication the success it 
deserves, I am, 

"With a twist of the wrist," 

Meaford, Ont. 




Wins Twice on First Appearance in Paris — 
Prospects Bright for a Big "Bag." 

"Won both races — Frank." 

This brief cablegram from Paris early 
Monday morning of this week to Dillon B. 
Burnett, of East Orange, N. J., brought 
the information for which many cyclists 
were anxiously waiting. It meant that 
National Champion Frank L. Kramer had 
opened the outdoor season at the Buffalo 
Velodrome in Paris with two good wins, 
thereby giving promise that Kramer's 
European conquest this year will be one 
continued sweep of victories. Of course, 
the premier American may lose in one or 
two races, but from present indications and 
a careful mental survey of the available 
material now riding on the continent, it is 
doubtful if Europe can produce one sprinter 
to show a clean pair of heels to the "flying 

With two brilliant victories upon the 
occasion of his first appearance this sea- 
son, things look very bright indeed for the 
greatest sprinter this country has ever pro- 
duced. The first race was a match with 
Friol and although the cable dispatch does 
not give any information, Kramer must 
have shown the way over the tape twice 
in succession to the former champion of 
France. If European racing experts are to 
be believed, this victory in itself was a good 
omen of further successes, for Friol has 
improved wonderfully since he rode in New 
York two years ago. Kramer started from 
scratch in the second event and won out 
in a brilliant finish from a large field. 

The American's chances for a triumphant 
tour seem particularly bright. Unlike many 
other riders, he has been resting all winter 
and only began to train when he arrived 
in Europe on March 20. That he has 
rounded into championship form is evi- 
denced by the results of his first appearance 
on April 8. Last year Gabriel Poulain was 
Kramer's most formidable opponent, but 
defeated him only once. The other man to 
administer a beating was Henri Mayer, the 
old man of odd hoisery fame. Reports 
from Europe state that Poulain is not in 
form and Mayer is struggling in Australia. 
Therefore it seems that the American cham- 
pion's most dangerous opponents are Emil 
Friol, Charles Vandenborn, of Belgium; 
Richard Heller, of Austria; Thorwald Elle- 
gaard, of Denmark, and Gus Schilling, of 
Germany. All these men are rMing faster 
than ever before and may give Kramer 
some lively sprints. However, it is confi- 
. dently thought that Kramer will return 
to America in July with the distinction of 
having trounced each and every one of 
them and, in addition, with the official title 
of "world's champion." 

Walthour Returns; Tommy Hall with Him. 
Robert J. Walthour and Gus Lawson 
arrived in New York City, Tuesday morn- 
ing, after a fairly successful winter season 
on European tracks. They were accom- 
panied by W. Thomas Hall, of Canning- 
town, England, who will make his re-ap- 
pearince in America in a motor-paced match 
race against Walthour and probably Menus 
Bedell at the opening of the Revere Beach 
saucer, Boston, April 19. The plucky little 
Briton has not ridden much since his un- 
fortunate accident in the six-day race, when 
he cracked his shoulder blade, but his 
ability as a pace follower is unquestioned. 
Hugh MacLean was to have ridden against 
Walthour but the Chelsea pace follower is 
convalescing from an attack of pneumonia 
and may not be fit to straddle a wheel. Ac- 
cording to late advices from Paris, via 
England, Walthour suffered a severe defeat 
on the Wednesday before he left Europe 
at the legs of none other than the distin- 
guished Nathaniel Hawthorne Butler, Es- 
quire, of Cambridge. The information, 
which always has to be taken with a grain 
of salt, states that the veteran Butler 
trounced Walthour three times in succes- 
sion at distances of 5,15 and 40 kilometres. 
The time is not given. _ 


Decision Settles Destination of Endurance 
Contest, also — July Dates Likely. 

Where Cycle Stealing is Expensive. 

Down in Louisville, Ky., stealing a bicycle 
has become an expensive "pastime," not 
taking into account the liability of being 
placed under $500 bond for six months, nor 
to say nothing of the inconvenience of be- 
ing given a criminal rating. At least, that 
is the conclusion which a certain N. P. 
Mann has arrived at as a result of a recent 
experience of his down there. 

Mann, who swore to a plurality of homes 
when put upon the rack by the local police, 
was taken' into custody by a couple of offi- 
cers just as he was in the act of attempting 
to dispose of a bicycle which he was alleged 
to have stolen. He stoutly maintained that 
he had purchased the machine from a negro 
— name unknown — but the police proved 
otherwise, and it cost him just $19. 

Statistics of the "Stolen Book." 

San Jose has the distinction, if such it 
may be called, of being the easiest city in 
the State of California in which to pur- 
loin bicycles. Stockton and Sacramento 
come next, but San Francisco is down to- 
ward the last. Los Angeles has a good 
average. On the average, it is stated that 
one wheel a day is stolen in San Jose. On 
some days four or five are reported to the 
police officials, but the majority of them 
are recovered. The statistics are gleaned 
from the "stolen bicycle book," which has 
just been forwarded to Los Angeles. Real- 
izing that more wheels are stolen in 
California than in any other State, the 
authorities have started the rule of sending 
a book around to the various' cities once f 
month and the list of stolen bicycles is 
written in it. 

Rochester, N. Y., will be the scene of 
this year's national meet of the Federation 
of American Motorcyclists. 

This result of the mail vote of the Ex- 
ecutive Committee of the F. A. M. was 
announced this week by Secretary Wehman. 
Chicago was the other candidate for the 
meet, but it seemed the prevailing senti- 
ment that at this time it is advisable to have 
the function occur nearer the center of 
membership and thereby assure a more 
representative attendance. 

The meet in Rochester almost certainly 
will be held during the first week of July, 
the 4th to the 7th being the most likely 
dates, with a one-day "appendix" in Ham- 
mondsport, where they make Curtiss 
motorcycles, American champagne and 
other good things. July 2d and 3d will be 
devoted to the national endurance contest, 
the route of which will be from New York 
to Rochester, about 350 miles — two stren- 
uous days' travel over roads that will truly 
try the endurance of both men and 

In the course of a personal journey Sec- 
retary Wehman recently stopped over in 
Rochester for a few hours and although 
the result of the vote was not then known, 
he met President Fisk and a large number 
of other members of the Rochester Motor- 
cycle Club and found them fairly charged 
with enthusiasm and bulging with eager- 
ness to entertain the F. A. M. If the meet 
came their way, they promised to make it 
a memorable occasion and Wehman states 
that they impressed him as being the sort 
of men who would keep their promise. 

Although the F. A. M. was organized in 
Brooklyn, N. Y., in 1903, this will be the 
first national meet held in the State. The 
event of 1904 occurred in Cambridge, Md., 
and that of the following year in Waltham, 
Mass., those places also being the destina- 
tions of the annual endurance contests, 
which always have been held in connection 
with the meets. 

More Amateurs to Receive "Invitations." 

Although no doubt it was a surprise to 
many to learn that Louis J. Weintz, James 
Zanes and W. W. Van Iderstine were slated 
for the "pro" ranks, no doubt it will come 
as an additional surprise to hear that four 
Bostonians also are being considered as 
eligible to ride for real money. The Massa- 
chusetts quartet consists of Ralph Wyatt, 
of Brockton; W. F. Drea, of Cambridge; 
W. F. Holbrook, of Boston, and W. S. 
Younie, of East Boston. And it is also 
said that the list is not complete by half. 
Some of the so-called amateurs may be ex- 
pected to look worried for the next month 
or so. 





there you will now find a busy dealer and a lot of contented customers. Tlie 

causes are not far to seek. Have you ever sought them ? 

The seeking usually leads to profit. 


The Happiest Mortals 

using motorcycles are those mounted on the new 


"It's a 'bird'" is a meaning expression that best voices the opinions of 
the many who have expressed their opinions. It is all that a motorcycle should 
be. It sells for $175, and higher price will not buy a simpler, a more reliable or a 
better one. Dont put off until to-morrow the order you should send to-day. 


Toledo, Ohio. 

CHICAGO AGENT— I. H. Whipple, 260 W. Jackson Boulevard. 




Part it Plays in Motorcycling and Results 
of the Opposite Course. 

Time and chance, the two greatest fac- 
tirs in the government of destiny, play fully 
as important a part in the career of the 
motor bicyclist as they do in any of the 
more stereotyped walks of mankind. Things 
happen to all men alike when they go a- 
riding, and sometimes it seems as though 
there is no governing element in the allot- 
ment of the cyclists' mishaps, so erratically 
and unequally are they distributed. Yet on 
the other hand, it is not to be denied that 
there is a cause for all things, and that the 
universe moves in accordance with certain 
laws, hence, it would seem that with a little 
thought, the causes of the more usual trou- 
bles which befall the motorcyclist, might 
be discovered, and that with a little fore- 
thought, at least a portion .of them be 
remedied in advance. 

"Did you ever attempt to classify the 
troubles which are most likely to overtake 
you on the road?" said a veteran motor- 
cyclist to a Bicycling World man the other 
day in the course of a discussion in which 
the above bit of philosophy had been 
evolved by the speaker. "Well, I have. 
For over two years, I have been keeping 
careful account of all stoppages which are 
not premeditated, and the result has worked 
out in the following ratio: ignition troubles, 
45 percent; failure of fuel supply, from one 
cause or another, 25 percent; transmission 
troubles, partly due to chain, and partly to 
belt troubles, since I have used two differ- 
ent machines during the time, 23 percent; 
troubles in the engine, other than those 
caused by ignition or carburetter troubles, 
6 percent; and 1 percent, 'general debility,' 
by which I mean difficulties which have not 
been classified, because they were not 
directly chargeable to the mount. 

"Of course, you know, these results 
might be very different from those experi- 
enced by other riders, a great deal depend- 
in on the rider's method of handling the 
machine, and not a little, on the machine 
itself. In this, I have taken no account of 
the stoppages due to tire troubles, for they 
seem to belong in a class by themselves. 

"Now you will notice," he continued, 
"that the majority of these difficulties would 
naturally be responsible for only a few 
moments' delay on the road, and that they 
wrould entail no very great .amount of labor 
in setting them right. I thought this all 
out for myself, after I had begun to keep 
run of my stoppages, and finally came to 
the conclusion that if I took proper pains 
with the machine at the right time, there 
would be no real need of any delays, ex- 
cept those due directly to accident of one 
sort or another. And so it has proved. For 
since I arrived at that conclusion, I have 
exercised a more careful watch over what 
I have come to regard as the tender spots 

of the mount, and taken pains to see be- 
fore going out on the road that there was 
no apparent likelihood of their giving out. 
So that during the last six months, I have 
had far less difficulty than ever before, al- 
though I have ridden fully as much as I did 
last summer, and have kept up a fairly con- 
stant average daily stunt." 

From these statistics, as well as from the 
general experience of the average rider, it 
is perfectly evident that by far the greater 
number of road stoppages are due to insig- 
nificant causes, and causes which well may 
be considered as needless. Perhaps nearly 
all of them may be laid at the door of the 
owner of the machine, since they might 
have been anticipated had thorough in- 
spection been maintained, and pains taken 
to eradicate any faults or impending faults 
as fast as they made- themselves apparent. 
But whatever the real cause,, it is apparent 
that the difficulties, no matter how numer- 
ous they may be, are in the main charge- 
able to the neglect of little things. 

While it is perfectly true that the men 
who let everything about the equipment of 
the machine go indefinitely, somehow man- 
age, not infrequently, to get good service 
out of it, at least for a while, there is in- 
variably a day of reckoning, when the 
account has to be adjusted,, and when it is 
found that there are many things needed 
in the general overhauling which has been 
found to be necessary. The ma^n who is a 
"fuss-budget," on the other hand, and in- 
variably spends hours each week in over- 
hauling and inspecting the mechanism 
which apparently is in good shape, man- 
ages to get a total mileage out of his 
machine which is astonishing. 

He is not used to breakdowns on the 
road, knows npt the name of the mysteri- 
ous stoppage which requires several hours 
of aimless search and dismantling of parts 
before its cause is located — and, what is 
more, the mount which has been under this 
man's care comes out fresh and good at the 
end of the season, and is ready for another 
season's running while the other has to go 
to the repair shop to be overhauled again. 
The reason for the difference in the per- 
formance of the two machines is simply 
because the one has constant attention — ■ 
such as any machine, no matter how con- 
stituted and no matter how well built, needs, 
and because all probable troubles are an- 
ticipated, and their coming forestalled. The 
ratios of the causes of breakdown cited 
above, serve as an apt illustration of this. 
They point to the fact that both the maker 
and the user can profit by nothing so much 
as constant and detailed care of the less 
substantial parts of the machine; and thus 
help to force home with emphasis, the 
pointed truths of the gospel of little things. 


Agree to Respect Each Other's Rulings, 
which Closes Last Door to Offenders. 

The American Automobile Association 
and the Federation of American Motor-, 
cyclists have reached an understanding 
that will make harder the way of the trans- 
gressor in either branch of the r.port. In 
response to the overtures of the F. A. M,, 
the two associations have agreed that 
henceforth suspensions made by either or- 
ganization will be respected and enforced 
by the other, which means that an auto- 
mobilist punished by the A. A. A. will not 
be permitted to compete as a motorcyclist 
nor drive a car at a motorcycle meeting, the 
same being true of the suspended motor- 
cyclist who might seek refuge in the auto- 
mobile ranks or attempt to ride in a motor- 
cycle race at a "mixed" meeting. 

The racing board of the A. A. A. took 
action in the matter at its last meeting. 
Secretary Gorham advising the F. A. M. 
of the association's wish to co-operate in 
the movement that "is most desirable to 
maintain a high plane" for the respective 

As the Federation of American Motor- 
cyclists already has entered into similar 
alliances with the Amateur Athletic Asso- 
ciation and the National Cycling Associa- 
tion, its compact with the American Auto- 
mobile Association will reach even further 
than appears on the surface. So far as 
offending motorcyclists are concerned, it 
closes to them the door of practically every 
outdoor sport. 

Californians Begin to "Do Things." 

Cycling clubs ^of Oakland and San Fran- 
cisco, Cal., are beginning to bestir them- 
selves. On Sunday, 1st inst., over forty 
members of the Oakland club answered the 
Maurer race call and rode to the new boule- 
vard road in spite of the threatening 
weather, where an exciting contest for the 
captain's cup was held. There were three- 
heats of seven riders each. The final was- 
composed of Samuel Hancock, Edward Mc- 
Tighe, L. Elke, F. Black, W. Holmes, Rob- 
ert Bassett, H. Hancock and Patrick Rilea. 
The race was won by McTighe after a long- 
sprint. An interesting feature of Sunday's- 
gathering was the presence of so many 
of the older members of the club. 

W. Gibson was elected president of the 
Riverside Wheeling Club, Buffalo, N. Y., 
at the last meeting of that organization. The 
other officers chosen were as follows: 
Financial secretary, A. Holland; secretary, 
Ed. Woelffel, and treasurer, N. Tyler. 

Holland in Charge of Massachusetts. ' 

Vice-President Carritt, in charge of the 
Eastern District of the F. A. M., has ap- 
pointed Lincoln Holland, of Worcester, the 
Massachusetts State representative of that 
organization. Holland is a ripened veteran 
in both the oldest and the newest forms of 
cycling and in the heyday of the L. A. W. 
was one of its champion recruiters. That 
he "knows his book" goes without saying. 






Father of Coaster Brakes 

and still 

The Head of the Whole Family 

Our printed matter is both 
interesting and instructive 

BCLIP5E MACHINE CO., - Elmlra, N. Y. 


The Fit and the UnHt and the Pleasures 
and Pains that Result. 

"Though the touring season still lies in 
the hazy if not very distant future, the 
close of the month of March sets the 
cyclists' thoughts a-wandering in an antici- 
patory manner. There is an awakening buzz 
in the air, a buzz of preparation — rather felt 
than heard — which makes even the butter- 
fly rider bestir himself to be ready for the 
road. The machine, so long condemned to 
idleness, is disenfolded from its winter 
wrappings and the rider sets to work to 
remove the clogging accumulations of the 
months of inactivity, so that man and ma- 
chine alike may be fit and ready for the 
first little tour of the year," says a foreign 

"I am afraid that as a rule a man re- 
awakens in the spring in a condition de- 
cidedly unfit, while his machine, after ^1:5 
long rest, reveals itself to his gaze in a 
state that is no less unready. The "ardent 
winter will, of course, point out that unfit- 

' ness and unreadiness -are impossible to us 
brave Jiearts who ride fifty-two weeks every 

'. year^^or say we do. But I must confess I 
have riot much faith in the popularity of 

'. winter, riding. There are far more people 
who talk about winter cycling, or write 
about it in an enthusiastic way, than ac- 
tually carry out their favorite pastime in 
practice. In fact, one of the most ardent 
winter riders I know has not been in the 
saddle of a bicycle for some years. Yet he 
can tell you more strange facts, and put 
you up to more weird wrinkles in connec- 
tion v^ith the brave heart business than 
many ja man who wallows in winter' mud 
every week-end. 

"Now, I don't think the genuine tourist 
as a rule patronizes the strenuous joys of 
winter riding to any great extent, for the 
tourist is usually a man who cycles only 
for pleasure, and as the principal pleasure 
in winter riding seems to lie. in the' cozy 
corner of a comfortable inn, where you can 
contrast your present comfort within, with 
your past and future discomfort without,, 
the tourist,' wise man, stays at home to plan - 
more seasonable ra'rhblings. As for my- 
self, I take my winter ride as I take whis- 
key — medicinally. Were I to omit my 
weekly spin, some obstreperous component 
of my digestive mechanism would get out 
of gear, and the lives of certain, excellent 
people who are condemned to abide with 
me, would become"* -intolerable; so,'- for -the 
sake of all concerned, I keep my tires 
pumped up and my lamp trimmed through 
the idesolate days of winter. In doing this 
I am afraid I represent a somewhat- small 
minority,- — i;lre"grg"af "majbnty— inen who'^. 
apparently can go through the most stren-- 


uous of "festive" seasons without turning.. a 
hair — leave the bicycle severely alone until 
the bright, breezy days of March warn them 
that spring is at hand, and that man and 
machine must be overhauled and made 
ready for the road. 

"I think there is .much to be said for 
the man who discards the bicycle from 
November to February. He is not so likely 
to suffer from satiety as is the all-the-year- 
round pedaller, and he comes back to the 
road with a re-born enthusiasm to which 
the other must of necessity be. a stranger. 
But- let him not too long defer the day of 
re-awakening, for the first out-door holiday 
of the year will be upon him before he is 
half-way through his work of getting fit. 
Getting the machine ready is a trivial mat- 
ter; a few hours drudgery, a pair of badly- 
soiled hands, and the loss of some small 







Morgans Wright 



particles of skin from the knuckles, and the 
thing is done. But oh! how different with 
the rider himself. If that first and best 
tour of the year is to bring the maximum 
of pleasure it must be preceded by not 
hours but days of preliminary preparation. 
Little jaunts at first, when one wonders that 
such an intolerably high gear could have 
been driven last year; then farther and far- 
ther afield, until the lungs have cleared - 
themselves of the last vestige of winter fog, 
the muscles have regained their old supple- 
ness, and that terrible ache at the knee has 
gone for good.' If ■ all this caii be accomp- 
lished before the first day of the tour, how 
the rider will .revel in his ability to. reel off 
the miles. No laborious and painful strug- 
gling, when the least of hills appears a 
mountain, the gentlest breeze a relentless 
gale. Mile after mile is reeled off at a 
swinging pace — i.ot scorching, but a steady, 

,.distance-eating pace -which makes; the rider 
feer.he could go on and on until the crack 

. !3|,^^^t)|Ciqi.,. . Fir ahead .Ji.e,._sees. a^pji.i'^^tee 
unfit, ' straggling, weary," "with" head§'')ow. 


taking their pleasure in that sad, sad man- 
ner, which has been said to be the peculiar 
prerogative of the Briton; steadily they 
come back to him, he passes them, a mo- 
ment later they are lost to sight in the rear, 
and the man who is fit still goes on as if 
weariness- and' he would never more be 
roadmates. At the end of the day he is 
sixty, seventy, eighty, perhaps a hundred 
miles from where he started in the morning, 
and has no Tnore than that delicious tired 
feeling w.'iich enables a man to appreciate 
to the fuUa comfortable easy-chair, a pipe, 
and possiUy an interesting book — which 
■ latter no to, irist should travel without— and 
later on he ^.inks into the happy oblivion of 
a sound and unbroken sleep. 

"And how fares the man who has started 
his first tour unprepared? I have just 
shown him among the party so easily 
passed by my man who is fit. He has plan- 
ned, perhaps, a moderate enough program, 
which nevertheless he can only keep to by 
continuously "overdoing it." His mind is 
perpetually calculating the miles which, still 
lie before him, the time he has available 'in 
which to cover them. When at last' the 
day's work is done he feels too exhausted 
to eat, too exhausted even to sleep, and lie 
ultimately finishes what should have bein 
an enjoyable, health-giving holiday, with 'a 
done-up, lackadaisical feeling which vvill 
hang about him for nearly a week. 

"Is either picture overdrawn, my friend? 
Have you never experienced one or the 
other— more likely both— in yourself? I 
think so, and only hope you have had the 
wisdom to draw the moral for your ov\rn 

"To mention training to some men is to 
convey to them an idea of racing or record- 
breaking, but in a mild way a course of 
training is no less important to the, tourist. 
But the tourist's training is a simple matter. 
He needs no track, no special machine, no 
attendants — nothing but an occasional but 
regular spin on the road. The weather 
may not be very tempting, the roads may be 
heavy, but all the same the intending tour- 
ist should take his bi-weekly or tri-weekly 
training run for a full month before an early 
season tour. To start a tour thoroughly 
fit is to practically ensure that tour being 
a success. To start it unfit is to make it 
highly probable that it will be a failure, 
even though every other essential to suc- 
cess may be present." 

Dogs Roam at Owners' Risk. 

From a rural French magistrate comes 
a decision in the case of the owner of a 
dog versus ■ a motorcyclist who had -been 
instrumental in sending the animal to the 
canine happy hunting ground, which might 
well be emulated in all cases involving sim- 
ilar circumstances. "Citizens have an un- 
disputed right to let their dogs run on the 
•rpa.ds," said the judge, "but it is at their 
own' risk, iqx A.ogs ^re an.imals of exitreme 
■iftebility, and their presence is a serious 
d.nnger to traffic." 

68 . 









and used by their pupils. 

Have a stock on the floor, 
don't let them ask for them. 



Quick Sales. 

Large Profits. 


Reading, Pa. 

J. T. BILL & CO., Los Angeles, Distributors for Southern California. 

J W. LEAVITT & CO., San Francisco, Distributors for Northern California. 

SCOTT SUPPLY & TOOL CO., Denver, Distributors for Rocky Mountain States. 







C. R. C. of A. Undertakes a Union Run — 
Issues Call for Big Turnout. 

One event that ought to be productive 
of beneficial results is the what may be 
styled "the opening of the season run" 
which is now being organized by the Cen- 
tury Road Club of America. The idea 
originated with President A. G. Armstrong 
and is that all the clubs in and around New 
York hold a joint run, for pleasure purely, 
on either Sunday, April 22, or Sunday, May 
6. No entrance fee will be charged and 
there will be no expense whatever attached 
to the run. 

The plan is for the various clubs to meet 
at Fifty-ninth street (Columbus Circle), 
New York City, at 9 a. m. of the day 
selected and ride to Grant's tomb, return- 
ing via Fifth avenue and thence over the 
Williamsburg bridge to Coney Island. At 
the resort dinner will be taken and then, as 
Mr. Armstrong expresses it, "for an all- 
around good time." 

It is to be hoped that all the cycling 
clubs in New York City, Long Island and 
Northern New Jersey will attend in a body, 
for such a representative body of cyclists 
parading the streets of New York City on 
Sunday, when everybody is out on the 
streets, would have a most salutiferous 
effect upon the sport as a pleasure, and 
would make an imposing and self-advertis- 
ing 'procession. 

Barczik Cuts off 16 Seconds. 
Paul Barczik of the Fourteenth Regi- 
ment Athletic Association, Brooklyn, N. Y., 
cut the rather large slice of sixteen seconds 
from the New York City armory record for 
two miles in the spring games at the 
Fourteenth Regiment on Saturday night 
last, 7th inst. Riding from scratch Barczik 
covered the distance in the fast time of 
5 minutes lOj^ seconds as against the old 
record of 5:26^, held by C. E. Schoenick. 
This is even better than the record made 
at Buffalo by Schudt two weeks ago. 
Thomas Rowland, 60 yards, finished sec- 
ond, and Charles E. W. Christopher, with 
100 yards' handicap, was third. The race 
was open only to members of that regiment. 

Spokane Plans Stirring Meet. 

Principally with the object of reviving 
cycling in the State of Washington, the new 
cycling members of the Spokane Amateur 
Athletic Club called a meeting two weeks 
ago to decide upon some means of starting 
the movement. C. C. Holzel, one of Har- 
vard University's former crack bicycle 
riders, was appointed chairman of a com- 
mittee consisting of H. E. Rothrock, J. C. 
Alexander and Arthur Crowley. The com- 
mittee decided to open the season with a 
big race meet at the Interstate fair grounds, 
which has kindly been loaned for the pur- 
pose, on Decoration Day, May 13. 

The dealers in Spokane promised to rally 
to the support of the committees and al- 
ready three bicycles — a Rambler, a National 
and a Cleveland — have been donated as 
prizes, besides other accessories, medals 
and cups. The bicycle events will consist 
of a one mile novice, one-quarter mile open, 
one mile for the Spokane Amateur Athletic 
Club championship, one half-mile open, one- 
half mile high school championship, one 
mile open paced, two-man team race open, 
five mile handicap on the road and a two 
mile motorcycle race. 


Their Fight and Mathis's Bad Spill Features 
of Atlantic City's Opening Race. 

Twelve Tigers in First Try-out. 

Last Sunday was such a balmy day that 
the Tiger Wheelmen considered it a crime 
against the sport of cycling to allow their 
wheels to remain in cellars, so they inaug- 
urated the season's racing by calling a club 
run from New York City to Valley Stream 
and holding a five mile handicap road race 
at the latter place. Twenty members par- 
ticipated in the run and four motorcyclists 
accompanied the cyclists to the Merrick 

Twelve Tigers fought for honors in the 
race which was a five mile handicap from 
West's to Lynbrook and return. The club's 
champion. Urban McDonald, who was 
looked upon as a winner, suffered misfor- 
tune. He was one of the scratch men and 
took a bad tumble at the very start, which 
caused him to lose nearly a minute. He ad- 
justed his handle bars and saddle post, 
pluckily remounted and finished fifth. The 
honors went to Christopher Kind, who had 
an advantage of one minute. Kind's time — 
14 minutes IS seconds — was very good con* 
sidering that the riders had to push against 
a strong wind both ways. Nicholas Kind 
(40 seconds) crossed the tape second, in 
14:37, and Charles P. Soulier, with the same 
handicap, finished third in 14:435^. The 
summary follows: 

Handicap Time 
Pos. Rider. M.S. M.S. 

1. Chris Kind 1:00 14:15 

2. Nick Kind 0:40 14:37 

3. C. P. Soulier 0:40 UAH/s 

4. Sax Waddell 1 :00 16:02^^ 

5. Urban McDonald scratch 14:48?/^ 

6. Leo Stemmle 1:30 17:243^^ 

7. George Henry scratch 16:00^ 

8. Benj. Barton 2:00 19:40^ 

Ozersky Moving Things in Youngstown. 

Youngstown, Ohio, will have a cycling 
club if the efforts now being put forth by 
Max Ozersky of that place are rewarded 
with success. The organization, which al- 
ready is on the high road to formation, will 
be called the Mahoning County Cycling 
Club. It is planned to hold regular Sun- 
day morning runs and to promote road 
races during the year. From Youngstown 
comes the cheering additional information 
that business in that section is picking up, 
all the dealers having sold more wheels 
so far this season that for the first three 
months of many previous years. 

Nearly 800 spectators saw William Reed, 
riding with six minutes' handicap, win the 
first race of the season promoted by the 
Atlantic City (N. J.) Wheelmen, last Sun- 
day, 8th inst. Just previous to the finish 
they also saw D. Byron Mathis, one of the 
riders, break his collar bone in two places. 

The race was a ten mile handicap and was 
held on the beach course at Ventnor, just 
south of Atlantic City. Mathis was riding 
in the one minute class and on approaching 
the second bridge, where the boulevard 
takes a sharp turn, he was crowded toward 
the right rail. Mathis was riding fast and 
could not avert his course in time to avoid 
striking the post. The force of the impetus 
was sufficient to- snap off the handlebars 
and the rider was hurled with terrific force 
against the guard rail, the impact breaking 
his collar bone and also cutting his finger 

Twenty riders faced the starter. The 
start was made from a point outside the city 
limits, the riders going out two and a half 
miles and returning; going out the same 
distance and finishing. William Reed, in 
the six minute bunch, easily finished first, 
with M. Timmes, five minutes, second. M. 
McGuire (3:30) finished third; F. Hemple 
(3:30) was fourth. 

There was considerable rivalry between 
the two scratch men, W. Ivy and 
Frank Young, both colored. Ivy is from 
Boston and Young claims Atlantic City as 
his abiding place. The two descendants of 
Ham fought every inch of the way and the 
finish was unsatisfactory because Ivy, the 
visiting Bostonian, went down with a punc- 
ture almost in sight of the tape. His color 
mate. Young, won first time prize, covering 
the ten mile course in 31 minutes 30 sec- 
onds which, considering the high wind that 
swept the beach, was very good. 

New Interest in St. Louis, too. 

There is fair promise that St. Louis, Mo., 
which in the late '80's and early '90's was 
about the liveliest and most interesting 
cycling center in the United States, may at 
least partly renew its glory. Several of 
the interesting old timers and more of the 
later generations have undertaken to form 
a club in that city, the meeting for which 
purpose is to be held tonight. Among 
those who signed the call are M. J. Gilbert, 
H. G. Wolzendorf, W. M. Butler, George 
Lang, Jr., and R. H. Laing. 

At the last meeting of the Akron Wheel- 
men, of 47 South Washington Square, New 
York city, these officers were elected for 
the ensuing club year: President, Paul Cres- 
cio; vice-president, L. Luppi; treasurer, A. 
Zerbarini; secretary, W. Berre; captain, G. 
Gariazzo; first lieutenant, Charles Cavag- 
naro; second lieutenant, P. Anthony; 





The only Bicycle made with chain line between the ball 
bearings, requiring 27 per cent, less power to drive it. 


Manufactured and sold to Dealers, only, by 



HENRY DE RUDDER, General Agent fo r Holland and Belgium, Gand. 

E. SANCHEZ RUIZ & CIA., General Agent for Mexico, Puebla. 

R. SUMI & CO., General Agent for Japan, Osaka. 
F. M. JONES, 1013 Ninth St., Sacramento, Calif., Sole Pacific Coast Representative. 



The 1906 Thomas Auto=Bi. 

A few things the OTHER FELLOW don't have: 

A spring fork, placing 80%" of the strain ON TOP of stem. 

Sight feed oiler, regulated while riding, (can't be clogged). 

The Thomas Patent chain belt drive, (does not stretch). 

A one piece hardened crank shaft, large enough to stand all possible strain. 

Won't you let us tell you about the oth'Sr good points of the 1906 Thomas? 





Suggests the "Kitchen Mechanic" Which 
may Prove not Wholly an Idle Dream. 

"Kitchen mechanic" is a terra of the 
vernacular that current usage has put the 
seal of approval on, but ordinarily it does 
not represent anything more mechanical or 
methodical than the newly arrived green- 
horn with a penchant for blowing out the 

blowing the fire, macerating the tender- 
loin on the table at the left, turning the 
roast on the spit, rolling the pie crust and 
pulverizing the coffee, all at once, not to 
speak of one or two other things such as 
grinding the miscellaneous objects to be 
seen in the sopper of the machine at the 
left of the "dienstmadchen" herself, who is 
lost in the latest romantic novel while the 
work goes on apace without assistance. 
Guesses are in order as to what the ground 
material dropping into the bowl is intended 

gas and demanding a raise after she has 
mastered the simplest rudiments of how 
not to keep house. Whether the Teutonic 
creator of the accompanying sketch founded 
this flight of fancy upon the term or not 
cannot be said, but on the whole it must 
be conceded to represent about as close 
to the ideal kitchen mechanic as could pos- 
sibly be desired. 

For with the aid of a few lengths of 
shafting and belts, besides an occasional 
bevel gear or two just to add to the novelty, 
the motor of the bicycle is grinding the 
ingredients of the Hamburger steak to be, 

for, and in all probibility the correct answer 
will be to the effect that it is to form the 
constitution for that mysterious dish known 
as hash. 

At first sight the artist's fancy would 
seem to have over-reached itself, but upon 
second consideration it will be evident that 
there is more truth than poetry involved 
in this ingenious conception, for more than 
a year ago, sketches were published in 
these columns showing how an inventive 
young American blacksmith took advantage 
of the possession of a motor bicycle by 
using it during the week to run several 

tools in his shop, and on Sundays and holi- 
days to employ it for the purposes for which 
it was originally intended. The difference 
between the two applications was one of 
quality rather than quantity, for the black- 
smith employed his motor bicycle to run 
everything about his place that required 

Mileage Men Change Places. 

According to the report of Nobel O. Tar- 
bell, chairman of the roads record commit- 
tee of the Century Road Club of America, 
there has been a shift in the standing of 
the century and mileage "fiends" since the 
first of March. Then Ernest G. Grupe, 
secretary-treasurer of the New York divi- 
sion, headed the list, but during the month 
of March Grupe has been passed by Harry 
Early, the treasurer of the National or- 
ganization. Emil Leuly is third in the 
number of centuries ridden, with Alfred H. 
Seeley fourth and Fred E. Mommer next. 

In National century competition the rid- 
ers next in order are: 6, H. E. Fischer, 
West Hoboken, N. J.; 7, Andrew Clausen, 
Chicago, 111.; 8, Fred I. Perreault, Maiden, 
Mass.; 9, Harry B. Hall, Brooklyn, N. Y.; 
10, H. E. Cast, Brooklyn, N. Y.; 11, Wil- 
liam L. Russell, Brooklyn, N. Y. In all, 
57 centuries have been ridden up to April 1. 

Doubtless the duties of Fred E. Mommer, 
the energetic National secretary, have kept 
him too closely confined, for he has drop- 
ped to fourth place in the mileage table; 
last month he had both feet on the topmost 
rung of the ladder. Harry Early now occii- 
pies that vantage point, while Ernest Grupe, 
whose name was not noticed in last month's 
report, is in third place. Alfred H. Seeley, 
the globe trotter, is third, while the "over- 
worked" secretary is in the position named 
above. The standing of the remaining dis- 
tance annihilators follows: S, James H. 
Clowes, Paterson, N. J.; 6, Henry H. 
Wheeler, Pomona, Cal.; 7, William J. 
Hampshire, San Jose, Cal.; 8, Fred I. Perre- 
ault, Maiden, Mass.; 9, Nobel O. Tarbell, 
Lake Geneva, Wis. The total mileage for 
the first three months of the year is S,S86. 

Grand Rapids will Repeat Road Race. 

The Grand Rapids (Mich.) Bicycle and 
Motorcycle Club again will hold its time- 
honored Memorial Day road race, this 
year's event making the seventeenth time 
the classic event has been run. The dis- 
tance will remain the same, about fifteen 
miles. A Cleveland bicycle will head the 
list of prizes and a National has been 
offered the first rider of this machine to 
cross the tape. A Hudson is also included 
in the list of place prizes. 

Speeding automobilists would better be- 
ware in Buffalo, N. Y. Two policemen 
have been placed on motorcycles and have 
been given instructions to see that speed 
laws are not violated. Colorado Springs, 
Col., also has added motorcycles to the 
paraphernalia of the city police department. 


Goodyear Cushion Pneumatic 

The most durable bicycle tire made. There is a steadily increas- 
ing demand for this tire and every dealer should carry them in stock; 
merely showing a section will often make a sale and a satisfied customer. 

Send us your name and address so we can iorx'^ard sections. 



To All Manner of Men, also Women. 





And Kellv Quality Always has been Top Notch. 


KELLY HANDLE BAR CO., - - Cleveland, Ohio, 




Some Suggestions Regarding that Season- 
able Task — Things that Require Adjusting. 

In spring the young man's fancy lightly 
turns to thoughts of cycling, if it is per- 
missible to paraphrase the immortal bard 
in this manner, but if he wishes to realize 
his day dreams of a pleasant day's run into 
the country at a time when it is one of the 
greatest pleasures to get away from the 
brick walls and stone pavements, it is as 
well to put in a few hours in guarding 
against the chance of turning the pleasure 
trip into one quite the reverse. A machine 
depreciates fully SO to 75 per cent, as much 
standing idle, as it does when in constant 
use and this despite the fact that is has 
been put away tinder conditions most fav- 
orable to its preservation and with every 
precaution taken to guard against rust or 
other damage. Why this should be so is 
a puzzle, but it seems to be a fact, none the 
less, so that the bicycle will stand in need 
of an overhauling if it has been laid up for 
the winter just about as much as if it has 
been ridden through that season. In either 
case the overhauling should be equally 

Many cyclists prefer to take their ma- 
chines to the nearest repairer with instruc- 
tions to take them all down and make any 
renewals that may be necessary. Given a 
satisfactory mechanic th=re is little objec- 
tion to be found with this method, nor is 
the bill to be footed as the result, out of 
proportion to the services rendered, but to 
the cyclist who is in love with his machine 
and the pastime, the job of taking it to 
pieces and reassembling it provides recrea- 
tion of a sort that is almost as satisfying 
as riding itself. Certainly there is added 
pleasure in -the subsequent easy pedalling 
that can be attributed to one's own efforts 
in cleaning and re-adjusting. There are, of 
course, some things that it will be better 
for the cyclist to leave to the professional 
repairer unless he considers himself suffi- 
ciently expert, in which case he will hardly 
deign to notice»advice on the subject. One 
of these items is truing up the wheels. 
After a season's hard riding there are 
bound to be some sp'^kes that are loose 
and the wheel in consequence will wobble 
more or less. Leaving it in this condition 
imposes a correspondingly severe strain 
upon the tight spokes and causes the wheel 
to be unevenly supported; riding will ag- 
gravate this condition daily and as a result 
the wheel will be apt to succumb completely 
to a shock that it would otherwise with- 
stand. But considerably more than a knowl- 
edge of how to take care of a bicycle is re- 
quired to be able to make a good job of 
truing up the wheels. Every spoke should 
be under approximately the same tension — 
exactly the same tension, as a matter of 

fact, though this would be a difficult matter 
even for an expert. There is no great diffi- 
culty in manipulating a nipple wrench and 
in tightening up the spoke, but unless the 
amateur repairer has had some experience 
he will find it better to leave this job to 
more skilled hands, for in all probability, 
after spending two or three hours in tight- 
ening here and loosening there, he will find 
that the wheel runs in eighteen different 
planes instead of one and that recourse 
must be had to the repair shop after all. 
It is purely a matter of knack that only ex- 
perience can give. 

Take out the ball bearings and axles and 
while the wheels are being trued up by the 
repairer the remainder of the machine may 
be attended to, and an excellent way to keep 
the small parts together in one place is to 
put them, in a bowl or tin containing a pint 
or two of kerosene. While there would 
seem to be an extremely remote chance of 
either the saddle or handle bar fastenings 
having gone wrong, it is but little trouble 
to remove them and equally easy to replace 
them at the same height as they were pre- 
viously owing to the difference in the color 
of the metal that has been covered by the 
tubes and the part that has been exposed. 
As soon as the chain can be removed it 
should be immersed in kerosene and al- 
lowed to soak for some time as graphite 
and mud combine to form a rather hard 
compound that cakes itself in every crevice 
and cranny of the links. It will be a sur- 
prise to note the amount of dirt that can be 
coa.xed out of even a clean looking chain 
by this means, and it will continue to come 
forth for hours, a little at a time. The 
process may be facilitated somewhat with 
the aid of a fine wire or stiff bristle brush. 
It should then be thoroughly dried before 
any dust has a chance to settle on it. 

With the removal of the crank hanger 
and its bearings and the front fork, the 
frame will be reduced to its lowest terms 
and may be set aside for the time being. 
Dissect the crankhanger into its component 
parts, even including the pedals for it is 
little short of marvelous what a difference 
cleaning will make in the latter essential. 
This is not strange when it is considered 
that few parts of the machine are more 
directly subjected to the influences of mud 
and grit. If the balls of the head bearings 
and the crankhanger happen to differ 
slightly in size it will .save trouble to keep 
them apart in the cleaning process as mix- 
ing the two sizes in replacing the bearings 
would not be conducive to easy running. 

Unless the enamelling of the frame is so 
badly scratched as to present a shabby ap- 
pearance, the attention devoted to it may 
be confined to giving it a rub off with a 
greasy rag and following this with a polish 
with a dry cloth. If the amateur tinker be 
very ambitious he may undertake the job 
of re-enameling the frame itself, but if he 
does so under the impression that the 
home-made job will equal the factory pro- 
duct, he is bound to be disappointed, for 
the effect of the baking will be lacking. 


Riders' Legal Rights Outlined in a Lawyer's 
Advice to a Motorcyclist. 

Like the average motorcyclist, B. E. 
Zerby, a Pennsylvania member of the Fed- 
eration of American Motorcyclists, knows 
a dog-gone shame when he meets it. He 
has met it so often — "it" being the howling 
purp that delights to charge full tilt at 
every passing rider, and has brought scores 
of them to earth — that there is blood in his 
eye and he is bent on "doing things." How- 
ever playful may be the attack of the dog 
Zerby does not relish it and as there are 
several of the animals in his vicinity whose 
intentions are plainly not playful and he 
has tired of their attentions, one of the 
things the Pennsylvanian is bent on doing 
is sending their souls to the dog heaven. 

Before doing anything of the sort, he 
desired to be sure of his ground, and ac- 
cordingly sought the advice of Counsellor 
J. C. Higdon, chairman of the F. A. M. 
Legal Action Committee. Mr. Higdon's ad- 
vice was full and to the point and is of prime 
interest to motorcyclists generally. He 
gave it to Zerby in this language: 

"My advice to you is as follows: If a 
vicious dog, or any other animal, including 
a human being, attacks you and threatens 
your life, you will be justified in the eyes 
of the law in protecting yourself by means 
of any weapon which you may have at 
hand, whether it be club, revolver, knife 
or shot gun, but be careful and not carry 
your weapons concealed. 

"If you carry a revolver it must be strap- 
ped on the outside of your clothing; other- 
wise, if you shoot a valuable dog, you will 
be liable to arrest. 

"You ask if it would make any difference 
if the vicious dog should carry a license 
tag, and in reply will say that it makes no 
difference whether the animal be licensed 
or not; if it threatens your life you will be 
perfectly justified in shooting him, even 
if he carries a license or tag-." 

Century Runs for Motorcyclists. 

The motorcycle season in the East will 
be formally opened on Sunday 22nd 
inst., by the New York Motorcycle Club's 
open century run from Brooklyn to Pat- 
chogue, L. I., and return. The start will 
be made from Bedford Rest at 8:30 a. m. 
The maximum time limit will be eight hours 
and the minimum six hours. Silver medals 
will be awarded all who survive within 
those limits. 

The Brooklyn Motorcycle Club's century 
over the same course will occur on May 
8tH. Instead of medals, the Brooklynites 
will inaugurate an innovation by awarding 
the survivors gold lettered blue ribbons and 
rosettes and by making the entry fee good 
also for dinner. at Patchogue. 



"Joys" of Touring in China. 

It is always a vast deal easier to read of 
the difficulties of touring in foreign lands 
than it is to undergo the trials which are 
incident to it in person, as many a traveler 
who has undertaken it has discovered to his 
own sorrow. And the average American 
rider who is wont to revile his native high- 
ways as being well-neigh unbearable, might, 
possibly, have his love and respect for his 
own land materially increased were he but 
to spend a day or two in some other land 
where the benefits of civilization have not,, 
as yet, unfolded some of the advantages 
which here are become so common as to 
be regarded with little or no respect. In 
this connection, the word picture of a day 
and a night spent on a Chinese road by an 
American missionary, serves to illumine the 
fact that conditions here are not as bad as 
they might be by a very great deal. 

"I am laid up by storm at a little place 
on the road from Hwai Yuen to Nan Hsu 
Cheo, for which I set out two days ago, 
riding my bicycle," says Dr. Samuel Coch- 
ran, of the former place, in a letter pub- 
lished in the Westminster magazine. "A 
man started at eight v*ith my bedding (two 
heavy quilts and a pair of blankets), a few 
clothes, and some books and tracts to sell. 

"I expected to travel thirty miles this first 
day, and had an appointment with this 
coolie for a certain village. By noon I had 
gone twelve miles very happily. Then the 

wheel developed an obscure disarrange- 
ment of its bevel gear, to which it is prone, 
and in the next three hours I only went 
three miles, having the wheel apart three 
separate times. Once was in an inn, once 
in a little hovel, and once in a village 
temple, always with an interested, pushing 
mob helping me (?) by questions and com- 
ments. At last I seemed to have adjust- 
ments made and I started along with the 
inspiring thought that I had a good chance 
of spending a chilly night without bedding 
in a draughty Chinese inn. I pushed on 
rapidly and made eight miles more in quick 
time, but the last three or four miles of it 
was in an increasing drizzle that was alarm- 
ing, for when these roads get wet, they 
are awful. The soil is the silt from the 
rivers Hwai and Huang Ho which have 
made this plain by filling up what was once 
the sea and forming the great central 
Chinese plain. 

"By the time I was twenty miles from 
home the tires began to pick up mud, and 
in a very short time I knew my day's jour- 
ney was done, as the mud so blocked the 
forks that I could not even push the wheel 
when walking beside it. I still thought to 
push a little further hoping perhaps to find 
my luggage, and for fifty cash hired a man 
to carry the wheel to a village a half mile 
or so in front, and then it really came on 
to rain hard. 

"We came to a river and had to stand 

there and wait for a ferryboat, and by the 
time I got to the village, I was like a half- 
drowned rat. I found an inn, simply a big 
empty room with a pile of cornstalk leaves 
in a corner, and three or four rickety 
benches. I bought some corn-stalk and 
they made a fire for me, and in the course 
of an hour or so I was both dry and warm, 
but alas! my bedding might be anywhere in 
the next ten miies of the road. There was, 
of course, none to borrow, and the very 
idea of borrowing nearly turned my stom- 
ach — and I am not squeamish either after 
these five or six years in this dirty country. 
We have to see and eat and brush against 
a good many kinds of pretty dirty dirt, but 
excuse me from borrowing an average Chi- 
nese quilt. There are lots of clean and 
respectable people in China, but any quilt 
that is to be borrowed no one wants to 

"Well, I got good and warm at a corn- 
stalk fire, the 'landlord' of our 'Waldorf 
spread a bed of corn-stalk leaves with a 
matting over it, and I burrowed my feet 
into a pile of leaves at the foot. At ten- 
thirty I awoke cold, and got the landlord 
up to build a fire, and we warmed ourselves 
again and laid down. Again at two-thirty 
this was repeated, and at daylight he roused, 
for a last good warming. All the next 
day it rained, but at eight I was rejoiced 
to welcome back my coolie, who had slept 
two miles in front." 



Represented in the Highest Degree by 



The name tells the story. Backed by years of honest 
reputation. If you wish to enjoy the acme of easy riding, 
say PERSONS when specifying a saddle. 


Worcester, Mass. 




San Jose Cyclists in Exciting Events — 
Novices Make Good Showing. 

Two fast and exciting bicycle races 
opened the season in San Jose, Cal., last 
Sunday, 8th inst. Both events were held 
by the Garden City Wheelmen, over the 
East San Jose five-mile course, and in spite 
of the fact that the roads were dusty and 
somewhat cut up, fast time was made. 
Several hundred spectators lined the course 
The first race was for the IMiller and Travis 
cups and the start was called at 9:30 a. m. 
Willard Parsons treated the crowd to a 
genuine surprise by soon overhauling the 
riders ahead of him on the 4S-second mark 
and beating out Livio Maginni, from the 
same mark, in a blanket finish at the tape. 
Parson's time was 13 minutes 35 seconds, 
and Livio Maginni was vanquished by only 
one-fifth of a second. Parsons, therefore, 
got both cups, for winning first place and 
scoring the best time. 

The finish between the scratch men — John 
Berryessa, William Waible and Carl Sho- 
walter, was especially keen. Berryessa fell 
at the start and did not overtake his mark- 
ers until half the distance had been covered 
Fifty yards from the tape he tried to jump 
the others, but was unsuccessful, Waible 
almost nailing him at the ribbon. Sho- 
walter was one-fifth of a second behind the 
other two scratch men. 

Twenty-one riders raced the starter in the 
five-mile handicap for novices and it proved 
almost as exciting as the other. W. Bowne, 
with 1 minute and 30 seconds, finished first, 
with E. Salzar, two minutes, second, and 
C. E. Sanders, one minute, third; both 
close up. Chaboya, with the 1:30 bunch, 
won first time prize, covering the five miles 
in 13:51, and R. Inman, in the same division 
finished second best, one-fifth of a second 
behind Chaboya. The summaries: 

Five-mile handicap, amateur: 

1. Willard Parsons 0:45 13:35 

2. Livio Maginni 0:45 13:35;^$ 

3. Howard Smith 0:45 13:5Sj^ 

4. Charles Chaboya 0:30 13:45 

5. J. Castro 0:45 13:45^ 

6. C. Bennett ...0:30 13:45?^ 

7. John Berryessa scratch 14:15 

8. William C. Waible. .. .scratch 14:15j4 

9. Carl Showalter scratch 14:15^ 

Five-mile handicap, novice — First, H. 

Bowen (1:30); second, E. Salazar (2:00); 
third, C. E. Sanders (1:00); fourth, Harry 
Gray (1:30); fifth, James Dunnigan (1:00); 
sixth, Edwin Nichols (1:00); seventh, 
Charles Chaboya (1:30); eighth, R. Inman 
(1:30); ninth, Dowie Byler (1:15); tenth, 
F. O. Hitchcock (1:15); eleventh, Walter 
Smith (scratch), and twelfth. Fay Smith 
' (1:30). 

"Motorcycles: How to Manaf e Them." 
Price, 50c. The Bicycling World Co., 154 
Nassau Street, New York. 

Muskegon "After" the Glass Throwers. 

Broken bits of glass are not conducive to 
the longevity of pneumatic tires and the 
members of the Muskegon (Mich.) Motor- 
cycle Club do not feel that they should be 
called upon to bear the expense of others' 
carelessness. Accordingly a petition has 
been presented to the city council asking 
that it take drastic measures toward en- 
forcing the city ordinance that prohibits 
the throwing of glass into the street. 

The Brooklyn (N. Y.) Motorcycle Club, 
which hitherto has lacked road officers, 
has filled the deficiency by electing C. L. 
Simms, captain, F. A. Baker, first lieutenant, 
and H. J. Wehman, second lieutenant. 


on the market or one year — 
Which oil is the best established ? 
Which will sell best ? 
Which will make you the most 

money ? 
Which is more likely to please 

the customer and make repeat 

sales ? 

" 3 in One " has given universal satis- 
faction for moie than ten years, as 
the first, the best, and the only lubri 
ca or, cltaner, polisher and rust pre- 
venter. It satisfies every customer. 

It satisfies and profits every dealer. 
Retaili.ig at loc. and 25c. you make 
real money. 

Ask your jobber for prices and at 
least a trial dozen. 

a, W. COLE CO., 141 Broadway, New York. 


friends are best friends. 


of cycling and of motoring 

there never was anything 



of which was so 


as that of 


" There's a reason," or rather a 
number of them, for such a re- 
markable situation. Our cata- 
logue deals with them. Its free 
for the asking. 


Springfield, Mass. 




A Fine Regulator Clock 

We will send you one of 
these fine Regulator Clocks, 
38)^ inches high and i6j^ 
inches wide, case solid oak, 
8 day movement, constructed 
of brass and steel and fully 
guaranteed, in return for 24 
NEVERLEAK certificates. 
Any " Brass Sign" certifi- 
cates that you have on hand 
or hereafter obtain through 
purchases of NEVERLEA K, 
will be all wed to apply on 
the clock. One of these 
clocks will be an ornament 
to any office, shop or store. 

One certificate is enclosed 
with each dozen 4-ounce 
tubes of NEVERLKAK. 
12 certificates will entitle 
you to Brass Sign as here- 



Don't be penny wise and pound 
foolish and equip a leally good bicycle 
with a "just as good" lamp. The 
" night eye " is the most important 
part of the equipment of your bicycle. 
Moral : Use 


' Remember that the system of gen- 
eration used in the Solar Lamps is the 
only practical one and results in the 
Lamp that shows the way. 

Our complete catalogue will tell 
you all about the different patterns 
and prices. Yours for the asking. 



NEW YORK OFFICE 11 Warren St. 


ManY Improvements 

and new features mark the 1906 machines 
and make them far superior to any previous 

The profitable lines to handle are those 
of long established reputation. 

COLUMBIA $40 to $100 

CLEVELAND .... $40 to $75 

TRIBUNE $40 to $100 

RAMBLER $40 to $60 

FAY JUVENILES ... $20 to $25 

IMPERIAL $25 to $40 

IDEAL $25 to $40 

MONARCH $25 to $40 

Send for Catalogue. 





the Week's Patents. 

813,796. Carbureter. George H. Hol- 
gate, Philadelphia, Pa. Filed Oct. 16, 190S. 
Serial No. 282,975. 

Claim. — 1. A carbureter consisting of a 
font or receptacle, absorbent material con- 
tained within said receptacle, said absorb- 
ent material so arranged as to leave a 
space above and below the same within the 
receptacle, a stationary tube extending 
downward through the center of the recep- 
tacle open at its upper ei'.d and closed at its 
lower end, a central gas-tube arranged 
within the first-named tube, said gas-tube 
also closed at its lower end and open at its 
upper end, means for causing the central 
gas-tube to remain stationary, a middle 
tube arranged between the two aforesaid 
tubes and adapted to revolve around be- 
tween the same, po>ts formed through tlie 
walls of the two stationary tubes coincident 
with one another w'thin th- space belov/ 
the absorbent material, openings formed 
through the walls of the re, olving tube 
adapted to be brought in and out of regis- 
ter with the ports of the stationary tube, 
openings formed through the top of the 
font, a valve connected to the revolving 
tube for opening and closing these ports 
when the tube is revolved, ports for admit- 
ting air through the lower end of the gas- 
tube, means for opening and closing these 
ports by the revolution of the revolving 
tube, the bottom of the font provided v»rith 
an opening for admitting air to the central 
gas-tube, means for closing said opening 
when the font is tD be filled with liquid, a 
chimney surrounding the ui>per end of the 
gas-tube, a burner arranged over the upper 
end of the tube within the chimney, as and 
for the purpose specified. 

814,068. Pneumatic Tire. Frederick G. 
McKim, London, England. Filed Mar. 14, 
1905. Serial No. 250,047. 

Claim. — 1. In a tire of the kind described, 
the combination with a series of air-cham- 
bers, of distance-pieces located between 
the same, a covering for said air-chambers 
and said distance-pieces and thread portions 
on said air-chambers constructed to project 
through said covering, substantially as de- 

814,545. Clutch. Charles C. Keyser, 
Newport News, Va. Filed Feb. 13, 1905. 
Serial No. 245,458. 

Claim. — 1. In a friction throw-off for 
motorcycles, a friction-disk adapted to be 
secured to the rear hub of the vehicle and 
comprising a rigid disk and a movable disk, 
said two disks being connected by a series 
of cushion-springs, a ball-bearing between 
said disks, a sprocket-wheel having a recess 
to receive the friction-disk and a friction- 
surface, a movable wedge-disk, ball-bear- 
ings between the sprocket-wheel and the 
wedge-disk and a rigid wedge-disk secured 
to the frame of the vehicle, substantially as 

815,346. Pneumatic Tire. Robert A. Har- 
ris, Tucson, Ariz. Filed Sent. 24, 1904. 
Serial No. 225,817. 

Claim. — 1. The combination with a wheel 
rim, of a supplemantary rim formed with 
grooves, tire-flanges having grooves therein 
registering with the grooves in the supple- 
mental rim, a split ring in each pair of reg- 
istering grooves, each split ring having 
lateral projections on its ends, cylindrical 
elements having cam-grooves therein to 
receive the lateral projections of said rings, 
and means for rotating and locking said 
cylindrical elements. 

815,708. Speed Indicator. Gustav Ihle, 
Berlin, Germany, assignor to Max Stein- 

berg, Charlottenburg, near Berlin, Germany, 
and Max Tritter, Berlin, Germany. Filed 
May 13, 1905. Serial No. 260,305. 

Claim. — 1. In a speed indicator, the com- 
bination of magnets mounted upon trun- 
nions, means for rotating said magnets 
upon said trunnions, an armature disposed 
within the field of said magnets, and indi- 
cating mechanism connected with said 

815,712. Carburetter for Explosive En- 
gines. John H. Johnston, Paris, France. 
Filed June 24, 1905. Serial No. 266,783. 

Claim. — 1. In a carburetter, the combi- 
nation of a spray-pipe, of a hollow piston 
around the spray-pipe, having an inner wall 
conical in shape and lateral apertures, of a 
ring surrounding a portion of the length 
of the piston, and of means for adjusting 
or regulating the position of the piston with 
respect to the spray-pipe and the said ring. 

815,779. Valve Gear for Explosion En- 
gines. Louis P. A. A. Bailleul, Paris, 
France. Filed Sept. 27, 1904. Serial No. 

Claim. — Valve-gear for explosion engine, 
comprising inlet and exhaust valves, said 
valves being superinposed and having a 
common seat, a sleeve for the exhaust-valve 
concentric with the stem of the inlet-valve, 
and means for working these valves where- 
by at the induction-stroke the inlet-valve 
opens alone and the gas enters through the 
interior of the sleeve of the exhaust-valve, 
which at the time remains closed to the 
exhaust, and at the exhaust-stroke the two 
valves, held one against the other, move 
together, thereupon exposing the exhaust- 

816,006. Tire Valve. Charles E. Duryea, 
Reading, Pa. Filed Apr. 3, 1905. Serial 
No. 253,679. 

Claim. — A valve-body having an air-pas- 
sage therethrough with its outer end en- 
larged, forming an interior shoulder, the 
outer portion of said passage being inter- 
iorly threaded, a valve-seat resting on said 
shoulder and having passage therethrough, 
a check-holder having exterior threads en- 
gaging the interior threads of the body, and 
having a passage in line with the passage 
in the inner end of said bod->' and an en- 
larged passage outward therefrom, a check 
having a double conical body with stem 
depending through the valve-seat into the 
air-passage in the inner end of the body 
beyond said shoulder and a stem extended 
in the opposite direction into the enlarged 
bore of the check and having a head mov- 
able therein and closing the communication 
between the large and small bore of the 
check, and a cap detachably secured to the 
outer end of said check-holder. 

816,083. Current-Controller for Igniting 
Devices for Hydrocarbon-Engines. Fay O. 
Farwell, Dubuque, Iowa, assignor of one- 
half to The Adams Company, Dubuque, 
Iowa, a corporation of Iowa. Filed Oct. 
21, 1904. Serial No. 229,415. 

Claim. — 1. An igniting device for hydro- 
carbon-engines, comprising normally sep- 
arated contacts, a rotary driven member 
adapted to engage one of said contacts to 
bring the contacts together, a driving mem- 
ber for said rotary driven member, the lat- 
ter being capable of a limited rotary move- 
ment independent of its driver, means con- 
nected with the movable contact to accele- 
rate the movement of the rotary member 
after the latter has brought said contacts 
together, whereby the contacts will be 
quickly separated, and means for regulat- 
ing the period of engagement of the con- 

tacts to maintain such period substantially 
constant for various speeds of the engine. 

816,089. Speed-Meter. JRussell W. Har- 
grave, Ann Arbor, Mich. Filed May 22, 
1905. Serial No. 261,061. 

Claim. — 1. The combination in a speed- 
meter of an inclosed case in which are ar- 
ranged coaxially and to rotate two fans, 
having vanes with opposite pitches at their 
inner and outer portions, corresponding 
portions of the vanes of each fan having the 
same pitch, substantially as described. 

816,472. Sparking Ignition Machine. John 
F. Johnson, Chester, Pa. Filed Oct. 19, 
1904. Serial No. 229,134. 

Claim. — 1. An ignition mechanism, the 
combination with an engine, of a sparker, 
induction apparatus having a secondary cir- 
cuit including the sparker, a source of elec- 
trical energy having a primary circuit that 
includes said induction apparatus, a switch 
for the secondary circuit including an ele- 
ment alternately movable in reverse direc- 
tions, a switch for the primary circuit in- 
cluding an element alternately movable in 
reverse directions, a device for operating 
the switches to successively close the secon- 
dary and primary switches in the order 
named and open the same in reverse or- 
der, and an eccentric device driven by the 
engine to effect the necessary movements 
of said device. 

816,846. Carbureter for Petroleum Motors. 
Ferdinand Charron and Leonce Girardot. 
Paris, France. Filed Mar. 22, 1902. Serial 
No. 99,514. 

Claim. — A jet or spray carbureter for 
petroleum motors, comprising a carburation 
chamber to which leads the nozzle or pet- 
rol-outlet nozzle and which is connected 
by one side to the air-inlet pipe and by the 
other side to the combustible mixture out- 
let pipe leadiu'- to the motor, in combina- 
tion with an iris diaphragm, arranged across 
the air-stream issuing section in the plane 
of the arifice of the nozzle, a rotating cylin- 
der which controls the blades of the diaph- 
ragm and which is provided with windows 
for the outlet of the combustible mixture, 
a plate which keeps said cylinder in posi- 
tion and insures a joint on its circumference 
and a controlling-lever secured to the cyl- 
inder outside of the carbureter, substantially 
as and for the purpose set forth. 

816,884. Detachable Pneumatic Tire. 
Charles S. Scott, Cadiz, Ohio, assignor, by 
mesne assignments, to The Goodyear Tire 
and Rubber Company. Filed Mar." 23, 1905. 
Renewed Mar. 5, 1906. Serial No. 304,264. 

Claim. — 1. The combination of a vehicle- 
wheel rim having a depressed groove near 
its detaching edge, an annular, inextensible, 
detachable, rim-flange, having an inner dia- 
meter which permits its ready passage over 
the outer edge of the groove, and a con- 
tractible locking-ring which is passed over 
the outer edge of the groove and sprung 
into the groove to form an abutment for 
the rim-flange, substantially as described. 

817,051. Carbureter for Explosive Motors 
and Engines. Herman C. Doman, Osk- 
kosh, Wis. Filed Mar. 10, 1905. Serial No. 

Claim. — 1. A carburetter, comprising a 
casing provided with inner and outer walls, 
said casing provided with a central, mixing 
or vaporizing chamber, said casing provided 
with a water-jacket formed between said 
inner and outer walls, said casing provided 
with a reservoir formed upon the outer wall 
intermediate its ends, a cross-pipe integral 
with said casing and communicating with 
the reservoir, a valve positioned within said 
pipe, a priming-cup depending from said 



iG cents Der Hoe of seven words, cash with order. 

V-i OR SALE — Marsh Motorcycle 1905, almost 
new, ^110.00. Indian 1905, ^125.00. Ram- 
bler 1904, new, ^150.00. Rambler 1904, ^125-00. 
Complete stock of Indian and Rambler parts in 
stock. Home trainers to hire. TIGER CYCLE 
WORKS CO., 782 Eighth Avenue, New York. 

T7oR SALE — Indian Motorcycle, 1905 model, 
fine order, ^125.00. Full line parts for Indi- 
ans and Thor type machines, expert repairing, power 
equipped shop. Supplies of all kinds for motorcy- 
SUPPLY HOUSE, 2312 Broadway, New York. 

ThOR SALE — One 2-cylinder Indian, like new, 
;S!25o; one 1905 Indian with heavy spokes, 
^(150; Tandam attachment, Sic; Reading Standard 
Racer, like new, $160; Rambler Motocycle, new, 
^150; Indian Motocycle in good condition, $125. 
F. A. BAKER & CO., 10S0-1082 Bedford Avenue, 
Brooklyn; 20 Warren St., New York. 

"pTOR SALE — Second-hand motorcycles. Send 
for list No. 102, containing 70 machines, 
from $35.00 up. HARRY R. GEER CO., 1014 
Pine St., St. Louis, Mo. 

pOR SALE— United States Patent No. 245,- 
236, covering a practical pump for auto- 
matically inflating tires ; no reasonable offer re- 
fused. P. J. McGINN, Salisbury, Rhodesia, 
South Africa. 

AA/'aNTED— For cash. Good second-hand 
^ Motorcycles, also parts. MOTOR, Box 
635, Lincolnton, N. C. 

Th OR SALE^I904 Rambler Motorcylcle, used 
one season, new tires, new drive chains, 
thoroughly overhauled, $100. HEERMANCE & 
GRAY, Hudson, N. Y. 

TT'OR SALE — Rambler Motorcycle, 1904 Model, 
spring-fork in first class order, $110. 
RAMBLER, care of Bicycling World. P. O. 
Box 649, New York, 

"p O R SALE — New Columbia Motorcycle, 
^150; Other makes at very low prices. 
Home Trainer, built for racing, strictly accurate, 
8 laps to mile, rigged with electric lights, best 
home trainer, ever built, $150. Fine Triplet, like 
new, $40. PARK CYCLE CO., 47 So. 
Washington Sq., New York City. 

\A/ANTED — To buy second-hand Indian Motor 
cycle, if cheap enough. J. W. BOND, 
Columbia, S- C. 

T70R SALE— 1904 Armac Motorcycle, first-class 
condition, $8$; 1904 Merkel, new enamel, 
nickel and tires, |Siio ; 1905 Manson, new sprockets 
and chains, $125 ; 1904 Indian, just overhauled at 
factory, $145; 1905 Indian, can do a mile in 1.20 
or better, $150. GARDNER ENGINEERING 
CO., 472 Carroll Ave., Chicago, 111. 


Thor Motor and Parts for Motorcycle and 
Hubs and Parts for Bicycle on application. 





wheels must have the 
best equipments. 

There is nothing that gives more value for 
the money than the use of the 



The only chain having Frictlonless 
Rccker Joints. Insist on having the 
Morse Twin Roller, Fits regular 

Send for Catalogue and 
Trade Price to 

Morse Chain Co., irumansburg:, n. y. 




Prices Right. 



O 146 North 4tli Street, Philadelphia, Pa. 



Fowler-Manson-Sherman Cycle Mfg. Co., 

45-47 Fulton Street, Chicaso. 

Write for terms. 



121 Chambers Street, NEW YORK 




Send for 1906 Catalogue- 

THE KELSEY CO., Buffalo, N. Y. 

valve positioned upon said casing and nor- 
mally closing said outlet, and a primer for 
moving said valve. 

816,889. Flexible Tire. Albert V. Stiche- 
len, Gand, Belgium. Filed Dec. 16, 1904. 
Serial No. 237,118. 

Claim. — 1. A non-inflated tire compris- 
mg a cover, a lining for said cover, resilient 
or sprmg means for placing said cover un- 
der tension, said lining having annular 
pockets therein and elastically-extensible 
material contained in said pockets and ar- 
ranged to be put under tension by said 
resilient or spring means. 

Forsyth Specialties. 

No. 1 6 Brake 

Metal Sleeve. 

Attached to wheel at handle-bar by- clamp, and at fork- 
crown by expansion plug pressed into crown-head. Spoon is 
connected with plug by taper bolt, and by turning up nut plug 
is exp inded, forming secure fastening. We make spoons 
or without rubbers to fit all styles of crown. Lots of these 
brakes used. Every dealer ought to carry them, 

Porsyth Mfg. Co., - Buffalo, N. Y. 

The ARMAC Chain Drive 

that can be changed to Belt Drive in five minute's time? 


permits the use of a DIRECT CHAIN drive 
with any size motor. 

If It Was a Chain Drive' 
'If It Was a Belt Drive" 

"I Would Order" 

DEALERS AND AGENT— This question never looses 
a sale for you when you handle the ARMAC. 

Both Transmssions With the One Machine and 

Full information and terms for the asking, 

A.iejviA.o adcoToie co., 

472 Carroll Ave., Chicaso. 

The Bicycling World 




Volume LIII. 

New York, U. S. A., Saturday, April 21, 1906 

No. 4 


Was in Very Heart of the Stricken District 
— Fisk Suffered Double Loss. 

While telegraphic inquiries remain un- 
answered, there is practically no doubt that 
in the appalling disaster that has befallen 
San Francisco, the cycle trade of the city 
practically has been obliterated. All of 
the leading dealers and jobbers and branch 
houses were in the very heart of the district 
that felt the first heavy quake and that 
subsequently was swept by the flames. 

The Pope Manufacturing Co. is one of 
the concerns that have received advices 
from the stricken city and as its branch 
was totally destroyed there is small hope 
that any other of the establishments have 
been more fortunate. The Pope losses 
probably will prove the heaviest of any of 
those interested in the bicycle trade. The 
branch carried an immense stock of bicycles 
and accessories and its loss will exceed 

Among the other leading concerns located 
in the affected district were Baker & Ham- 
ilton, the big hardware firm that dealt 
extensively in bicycles; J. W. Leavitt & Co., 
the Reading Standard distributors; C. C. 
Hopkins, the Indian agent; L. H. & B. I. 
Bill, who handled the accounts of the Mor- 
row coaster brake, Kokomo tires, Solar 
lamps and Mossberg bells; Bryte, Coates & 
Campbell; A. J Mussellman, and W. B. 

Practically all of the tire manufacturers 
maintained branches in the city and they 
must have suffered as severely and as gen- 
erally as the other concerns, all of their 
depots being located in the shaken and fire- 
swept zone. The Fisk Rubber Co., in all 
likelihood, suffered a double disaster, as 
last week their branch in San Francisco 
was destroyed by fire and goods had been 
rushed from the Los Angeles depot to 
make good the loss^ 

Extent of the Call for Kokomoes. 

"January and February of this year were 
the best of those months in the history of 
the Kokomo Rubber Co.," was the report of 

David L. Spraker, of that company, who 
was in New York this week. "The bad 
weather during March, of course, caused a 
slight let-up," he added, "but we are still 
working full force and full time to keep 
abreast of the demand for our tires." 


Rubber Goods Reduces Directorate. 

At the annual meeting of the Rubber 
Goods Manufacturing Co., held in Jersey 
City last week, the membership of the 
board of directors was reduced from fifteen 
to nine. These were the directors re-elected, 
Charles H. Dale, Ernest Hopkinson, 
Charles A. Hunter, Frank W. Eddy, Arthur 
L. Kelley and Samuel P. Colt. The new 
members chosen were Anthony L. Brady, 
Lester Leland and John J. Watson, Jr. 

The directors who retired were Talbot 
J. Taylor, Edward Lauterbach, Harry 
Keene, C. J. Butler, M. J. Blanchard, H. O. 
Smith, E. J. Coughlin, W. J. Courtney and 
J. H. Cobb. 

The report of President Dale for the 
fiscal year ended March 31, shows an in- 
crease in the surplus over the preceding 
year of $158,477. The sales of the company 
were $17,662,453, an increase of $207„768. 

Rates Reduced on Tires for Western Points. 

The efforts of the Fisk Rubber Co., act- 
ing for the tire manufacturers generally, to 
obtain a reduction of rates on rubber tires 
to Western points, has achieved results. To 
Denver and all points common thereto and 
to Salt Lake City and all points common 
to that city, the rate has been lowered to 
43J/2 cents per hundred pounds. 

Splitdorf to Open Uptown. 

For the convenience of the uptown de- 
mand, C. F. Splitdorf, the well-known coil 
maker, has taken the lease of the four-story 
building at 1679 Broadway, of which he will 
take possession May 1st. A full stock of 
Splitdorf coils and other ignition appur- 
tenances will be carried, of course. 

Pope Additions will be Big Ones. 

The Pope Mfg. Co., has let the contracts 
for the additions to its factory at Westfield, 
Mass. One of them will be 60 by 100 feet, 
the other, 50 by 150 feet — dimensions that 
will provide lots of needed "elbow room." 

Their Makers Seeking Plant in New York- 
Amazing Labor Situation the Cause. 

Within six weeks, the Badger Brass Mfg. 
Co. will have established in New York a 
factory for the production of the world- 
famous Solar lamps. R. H. Welles, treasurer 
of the company, is now in New York nego- 
tiating for the necessary building. Back of 
the move is a situation that vividly illus- 
trates the burden that, on occasion, labor 
imposes on capital and on the growth of 
an industry. The largest lamp mak- 
ing institution in the country, the Solar 
plant at Kenosha, Wis., has had its output 
absolutely limited by the employees, and 
its expansion curtailed, with no relief in 
sight. The case is peculiar. 

To begin with, the trade of lamp maker is 
one that requires skill of a special kind, and 
the requirements of the apprentice demands 
that he work five years before he is admit- 
ted as a qualified lamp maker. The work in 
the past has not attracted a large class of 
men, for the industry was comparatively 
small and the large majority of those en- 
gaged in it are foreigners, chiefly English- 
men. In consequence, when the production 
of automobile lamps was added to the out- 
put of bicycle lamps and attained propor- 
tions, the Solar lamp makers found them- 
selves short-handed, and as the United 
States immigration laws prohibit the impor- 
tation of labor, they have been hard put to 
it to secure anywhere near the necessary 
number of men. 

The Lamp Makers' Union was not slow 
to take advantage of the situation, and how 
they have used it, the present state of 
affairs bears witness. Too small as a union 
ta receive representation in the national 
labor bodies, they affiliated with the Inter- 
national Carriage and Wagon Workers' 
Association, which in turn is a member of 
the American Federation of Labor. 

The business of the Badger Brass Manu- 
facturing Company has grown by leaps and 
bounds. When they had scoured the coun- 
try over and secured all the lamp makers 
possible they were still confronted by ^ 



large deficiency of labor, with orders pour- 
ing in on all sides, and in this dilemma set 
about for ways and means of extricating 
themselves from it. 

Conference with the local union followed. 
As the company had every disposition to 
comply with all reasonable demands of their 
men, the upshot was that it finally offered 
to employ for fifty weeks during the year 
every lamp maker it could secure, or that 
the union could secure for it, executing a 
bond to each individual man that it would 
carry out its part of the contract. In con- 
sideration of this, they asked that the union 
would permit them to employ tinsmiths, or 
"tinners" as they are called, for such por- 
tions of the work as they could do, and in 
excess of what the lamp makers themselves 
could do. The local union refused. The 
company inquired if there was any appeal 
and were referred to the International Car- 
riage and Wagon Workers' Association. 
To this body it repeated its offer, presented 
the case as strongly as it could, urged its 
fairness and its disposition towards the 
men, but all to no avail. Finally, determin- 
ing to follow the matter to the end, it again 
inquired if there was any higher authority 
to whom an apepal could be made, and 
was' referred to Samuel Gompers, President 
of the American Federation of Labor. To 
him,' at his headquarters in Washington, 
Treasurer Welles, of the Badger Brass 
Manufacturing Company, went last week, 
again presented the entire case and was 
informed by Mr, Gompers that he, the sup- 
posed head of the labor organizations in 
the United States, had no authoritiy to in- 
struct, and could only "recommend." 

This is the sitviation as it stands to-day, 
and the unique spectacle is presented of 
an American manufacturer limited in his 
growth and output by his employees who, 
not satisfied with having all the work that 
they and their fellows can do,' refuse to per- 
mit other men to obtain remunerative em- 
ployment. It is not a pleasant conclusion 
that this dog-in-the-manger action of the 
labor leaders leads to, and is one of the 
things that tempt the average man to ques- 
tion the sincerity of their motives and the 
purity of their intentions. 


New Yorker Found Cycling Very Much 
Alive — His Interesting Observations. 

Associations that Fine Absentees. 

Both the Cycle Manufacturers' Associa- 
tion and the Cycle Parts and Accessories 
Association included in their by-laws a 
stipulation that emphasizes the importance 
of attending meetings. Absence carries 
with it a fine of $10, a wholesome tax that 
makes makes for not only full attendance, 
but prevents the interest from becoming 
restricted to the "certain few." 

The Retail Record. 

Green Bay, Wis. — ^^Matt Anheuser, new 

Decatur, 111. — J. Saunders, new store at 
614 East Eldorado street. 

Riverside, • Cal.— Riverside Cycle and 
Sporting Goods Co., moved from 860 Main 
Street to 960 Main street, 

Pneumonia sometimes has its reward. In 
the case of Frank B. Widmayer, the well- 
known New York dealer, the reward, if such 
it may be termed, was in the nature of a 
three months' sojourn in balmy climates. 
After Widmayer got well he decided to get 
"weller" by going to Florida. He returned 
this week, after a leisurely homeward jour- 
ney, and as he kept his eyes open for 


bicycles and motorcycles in the several 
places in which he stopped, his observations 
are full of interest. 

In Ormond, Daytona, Palm Beach and 
St. Augustine, where the winter vacationists 
are most numerous, Widmayer was greatly 
impressed, not only by the number of bicy- 
cles used by wealthy visitors from the 
East, but by a considerable sprinkling of 
tricycles ridden by elderly men and women. 
The wheel chair, or "niggermobile," as it 
is sometimes playfully dubbed, is conspicu- 
ous, of course, but the motor tricar is find- 
ing its way into the resorts and with its 
much wider radius bids fair to gain increas- 
ing favor, several new shell - roads having 
been built, among them the 20 mile stretch 
from Ormond to New Symrna, Fla., to say 
nothing of the superb beaches. 

The shell roads of the South quite took 
Widmayer's fancy as also was the case 
with the natural marl rf^oHs which resemble 
macadam, In wet weather, however, the 

marl highways are as slippery as grease 
and make treacherous going for rubber 
tired vehicles. 

The New Yorker's homeward peregrin- 
ations took him into Jacksonville, Savan- 
nah, Charleston and Washington and in 
each place he found small evidence of the 
so-called decline of cycling. Bicycles are 
everywhere and motorcycles are making 
marked inroads. Everyone seems to use 
one or the other, all of the storekeepers 
employing bicycles to deliver their small 
orders. The number of apparently _ pro.Sr 
perous cycle stores, and the large stocks 
they carried and the proportion of chainless 
and high grade bicycles generally- in use 
being things that caused Widmayer's eyes 
to open wide. One Southern dealer told 
him that already this season he had dis- 
posed of 250 bicycles. 

It was in Washington, however, that 
Widmayer obtained his most favorable im- 
pressions. As is always the case with the 
man really interested in cycling, that city 
of magnificent distances and wide, asphalted 
streets, makes him term it the "cyclists' 
paradise," and, of course, there are bicycles 
and motorcycles a-plenty and even a few 
tricycles of each variety in use, and these 
are greatly employed, not only for pleasure 
but for mail collecting and for delivery 
purposes of all sorts. The Washington 
bicycle police squad of some 70 men is in 
itself worth seeing. They constitute a. fine 
looking, well equipped body and they seem 
omnipresent and always "on the job." There. 
is not much scorching in Washington and 
there are no bicycles being used without 
lamps, bells or horns. The cops themselves, 
are all mounted on high grade bicycles 
equipped with coaster brakes and provided 
with speedometers. Widmayer says that 
in the capitol he saw more motorcycles in 
use in the business sections during business 
hours than he ever saw anywhere else. They 
all display a license tag, as "192 D. C," 
while all the automobiles carry three tags, 
viz.: "D. C.,'" "Va." and "Md.," the F. A. M. 
having had motorcycles exempted from the 
automobile laws of the two States. 

Widmayer, who is an Indian agent, avers 
that every cyclist with whom he came in 
contact is either about to acquire a motor- 
cycle or is "saving up" to buy one. 

All a Case of Hope. 

Hope Brothers is the title of a firm of 
cycle agents on the other side who have 
recently undertaken to sell bicycles on the 
installment plan, which the Britisher very 
appropriately terms "deferred payments." 
That official mouthpiece of the Hibernian 
branch of the trade, the Irish Cyclist, facet- 
iously remarks that some of the purchaser.? 
will be living on Hope. 

To Remove Rusted Screws. 

> One method of removing a rusted screw 
is to apply a red-hot iron to the top so a^ 
to heat it and immediately wse screw-driver 




Why Some Batteries are Short Lived — 
How to Measure Capacity of Coil. 

One of the things that sometimes causes 
the new owners of two-cylinder motor 
bicycles to do a tall amount of thinkintj 
and no little cussing during the early days 
of their new possession, is due *to the dry- 
battery. Two hundred miles riding is not 
sufficient to affect the battery in any man- 
ner, and, judging from their experience 
with the single cylinder machines these 
riders rarely suspect battery trouble. They 
set about seeking some other cause of the 
defection and it is not until everything else 
has been tried and found not wanting that 
the battery receives their attentioti. 

At first sight it would seem ridiculous 
that a battery which will stand anywl ere 
from 1,000 to 2,000 miles riding on a single 
cylinder machine, should show s'gus of 
weakness at the end of two centuries merely 
on account of the extra cylinder; it should 
at least do half as much. But this form of 
reasoning from the battery to the nuniher 
of cylinders and back again gives a result 
that has little or no bearing on the actual 
result. It is not so much the fact that the 
battery is called upon to do twice ai much 
work; it is compelled to do it in the same 
space of time and is given scarcely any op- 
portunity whatever to recuperate. While 
it may seem to be impossible that the 
hardly appreciable interval between the e.x- 
plosions of a single cylinder motor running 
at the rate of 1,500 to 2,000 revolutions per 
minute, should be sufficient to permit the 
battery to recuperate, experience shows that 
they are sufficient and that a dry battery 
used on such a machine will give satisfac- 
tory service over an extended period. 

Polarization, as is quite generally known, 
consists of the generation of a quantity of 
hydrogen gas too great for the depolarizing 
agent of the dry cell — manganese dioxide, 
to throw off and the bubbles of gas com- 
pletely cover and effectively insulate the 
carbon plate from the active solution. By 
the addition of a second cylinder, the num- 
ber of explosions becomes the same as the 
turns per minute, and even taking 1,000 
revolutions per minute as the average speed 
of the motor up hill and down dale, this 
means 1,000 sparks per minute, or one for 
every six-hundredths of a second, which is 
practically equivalent to putting the battery 
on a continuous short circuit. 

This is a form of service that the dry 
cell is not equipped for and the result is 
that it apparently gives up the ghost in a 
very short time; it is not equal to the de- 
mands made upon it. A motorcyclist who 
recently became the possessor of a two- 
c/linder machine went through this experi- 

ence and it puzzled him considerably to 
locate the trouble, which, however, was 
finally traced to the battery. But as pro- 
viding new sets of cells did not remedy the 
difficulty, each one going the way of its 
predecessors in about the same length of 
time, the dry cell was discarded altogether 
-nd a set of accumulators installed in its 
place with the result that the motorcyclist 
is once more care-free. Where the dry 
cells were wont to "lay down" at the end 
of 200 miles, the accumulators are good for 
almost 2,000. 

There are other elements, however, that 
enter into the question besides the form of 
battery. First of these is the coil; if it be 
not properly designed for the work itiis 
intended to perform it will be wasteful of 
current and will use up the battery much 
quicker than the right coil for the place, 
but so far as this essential is concerned, the 
motorcyclist has little to say in the matter. 
That is something for the builder ot the 
machine to settle with the coil maker and 
the buyer of the motor bicycle has to abide 
by his decision. Undoubtedly the coils 
with which high grade machines are equip- 
ped are the best to be had in the market, 
'.ut the best coil ever made will not operate 
efficiently unless the contact breaker is 
properly adjusted and this is a matter that 
lies entirely with the rider of the machine. 
Half a turn of the adjusting screw will 
frequently mean dividing the current con- 
sumption in half and considerably less than 
this will frequently be all that is required 
to arrive at the correct point. This adjust- 
ment may be made by turning the screw 
back and forth slowly while the machine is 
running on the stand and the difference in 
the working of the motor will be very ap- 
parent. A test to ascertain how much cur- 
rent is being used by the coil may be made 
very conveniently at the same time with the 
aid of a pocket ammeter or "battery tester." 
Do not attempt to use a voltmeter for the 
purpose under the impression that both 
"measure electricity," for a voltmeter read- 
ing would be meaningless, as the instru- 
ment only records pressure and not quan- 
tity of current passing. An ammeter must 
have all the current passed through it that 
is to be measured and to accomplish this 
end, it must be connected in the circuit in 
series. To do this remove one of the ter- 
minals from the contact breaker and con- 
nect to one of the terminals of the am- 
meter; connect the other terminal of the 
ammeter to the binding screw of the con- 
tact breaker from which the wire has just 
been detached and the instrument will then 
form a link in the circuit through which the 
current must pass in order to go through 
the coil. Run the machine on the stand at 
a good rate of speed and the reading of the 
instrument will not be difficult to take; if 
the machine be run too slowly the pointer 
will have an opportunity to drop back some- 
what before the ne.xt spark and on this 
account will vibrate tQ gP^ll f^fl ?^ten^ that 

even a fairly accurate reading will be out 
of the question. With the motor turning 
at a high rate of speed the hand will remain 
almost stationary and the effect of adjust- 
ment of the contact screw will at once be 
visible in the changed position of the 

A well designed coil running under fav- 
orable conditions should not consume much 
more than half an ampere, or between that 
and one ampere, and an increase in the 
speed of the motor should be responsible 
for but a very slight upward movement of 
the hand. By favorable conditions is meant, 
principally the state of the contact breaker. 
If the ammeter reading should be two or 
three amperes, adjustment of the screw will 
be sufficient to remedy the difficulty if, 
nothing else be amiss. Should this not be 
the case take the contact breaker down. 
See if the end of the platinum point on the 
screw has become carbonized and if such 
be the case, take a piece of emery cloth and 
brighten it, using the abrasing sparingly, 
however, for platinum is worth more than 
its weight in gold. If the other point looks 
black, give it the same treatment. Note 
whether the cam and spring of the contact 
breaker are worn much and adjust them 
accordingly. When neither cleaning nor 
adjustment prove sufficient to bring the am- 
meter reading down below one ampere, in 
all probability parts of the contact breaker 
will need replacement, and should even the 
latter not be instrumental in bringing about 
a better result after painstaking efforts at 
testing, the fault may be ascribed to the 
■coil. One thing is certain, no dry cell can 
withstand the demands of an ignition sys- 
tem that calls for an output of in excess 
of one or one and a half amperes steadily. 
The best automobile coils are set to run on 
a consumption of one-quarter to one-half 
an ampere of current and there seems to be 
no reason why the coil of the motor bicycle 
should require more. 

G & J to have New York Branch. 

The G & J Tire Co. are about to establish 
a branch of their own in New York at 10 
West Sixtieth street. Arthur T. Smith will 
be in charge. Heretofore the G & J in- 
terests have shared the Hartford Rubber 
Works's branch. 

Prince Wells now a Company. 

Prince Wells, the veteran Louisville 
(Ky.) dealer has become a corporation — the 
Prince Wells Co., with $5,000 capital and 
a $3,000 debt limit. Prince Wells, H. L. 
Wells and M. Ehrle are named as incor- 

Single Tube Goes Down Broadway. 

The office of the Single Tube Automobile 
& Bicycle Tire Co. has been removed to 42 
Broadway, New York. It was previously 
located in the pQ-stal Teleg;raph BuHding. 
at 253 Broadway^ 



it finds the fame of 


more secure than ever. 

National Bicycles have always been appreciated by the dealer or rider who knew what 
a really good bicycle ought to be and who were familiar with the splendid record 
of the National on road and track, and year after year. 

*'A National Rider is Proud of his flount,'* is an old adage." 

It's still trite and true. If not familiar with our latest 

models, we'll gladly inform you regarding them. 

JJ we are not represented in your locality we will be glad to hear from YOU. 

NATIONAL CYCLE MFQ. CO., = Bay City, Mich. 


and 45 per cent. Saving in Tire flaintenance of theeverrSle 

Fisk Bicycle or Motorcycle Tires 

Like all Fisk products, they have a Quality and a Construction that is 
exclusive — real merit — through and through — that makes their distinct su- 
periority apparent. 


THE FISK RUBBER CO., Chicopee Falls, Mass. 






Published Every Saturday by 


154 Nassau Street, 


Subscription, Per Annum (Postage Paid) $2.00 

Single Copies (Postage Paid) ... 10 Cents 

Foreign Subscription $3.00 

Invariably in Advance. 

Postage Stamps will be accepted in payment for 
subscriptions, but not for advertisements. Checks. 
Drafts and Money Orders sliould be made payable to 

JSntered as second-class matter at the New York, 
N. T., Post Office, September, 1900. 

General Agents: The American News Co., New 
York City, and its branches. 

4#'Change of advertisements is not guaranteed 
unless copy therefor is in hand on MONDAY pre- 
ceding the date of publication. 

g:^Members of the trade are invited and are at 
all times welcome to make our office their head- 
quarters while in New York; our facilities and 
Information will be at their command. 

To Facilitate Matters Our Patrons Should 
Address us at P. O. Box 649. 

New York, April 21, 1906. 

San Francisco. 
In the face of disaster of such magnitude 
and nature as that which has befallen San 
Francisco, words seem vain. But wherever 
there is human feeling, hearts must throb 
with acutest sympathy and hands must itch 
to give according to their means. There are 
cyclists and cycling interests in the stricken 
city. Both have suffered sorely. The fact 
is sufficient to rekindle quickly that "free- 
masonry of cycling," supposed to be well 
nigh extinct, of which the token was a 
desire to extend the helping hand and to 
cheer the brother in distress. San Francisco 
may have fallen, but San Francisco will 

The Time of Over-doing. 

This is the season of the year when the 
cyclist is prone to sally forth on his bicycle, 
and return after a more or less protracted 
ride, pretty well fagged, if he be an enthu- 
siast, or thoroughly "done up" and with the 
opinion that cycling is not all he had again 
brought himself to believe, if he is one of 
the backsliders who had after a year or 
term of years "resurrected" himself and his 
machine, determined to ride as once was his 

wont. It is the time when the balmy air 
and sunlight skies tempt to overdoing. And 
he who all the winter has kept himself 
cooped up within four walls, only breathing 
in a little fresh air now and then as he 
goes to and from his work, is so beguiled 
by the invitation of spring, that he starts 
out with all the vigor of former ex- 
periences spurring him on, well pleased 
with himself and better pleased with the 
world, and rides, not wisely, but too far. 

For it is to be remembered that 
the muscles which have been idle for 
so long are not as robust as they were when 
the last riding season found the century 
mark easily passed and without undue 
fatigue. They are flabby and the blood 
which is their vitality, is less potent and less 
vivifying than formerly, so that more of it 
must be circulated in a given time in order 
to infuse the same amount of energy into 
the system. This being the case, weariness 
comes all the sooner, and the result is a 
stiffness of muscles and staleness of feel- 
ing that is anything but exhilirating. 

Hence, the great tendency is to overdo 
unwittingly under the exciting stimulus of 
the atmosphere and the pleasurable exercise 
of riding, and not to realize what harm is 
being done until it is too late to prevent the 
after effects of stiffened limbs and aching 
joints. And yet, these and the other un- 
pleasant sensations which so frequently 
accompany the first ride, are absolutely un- 
necessary, and are simply the result of lack 
in judgment, and, to a certain extent, lack 
of self-control as well. 

The essential thing in the first few rides 
is not to overdo, to ride only until the first 
signs of weariness are felt, and then to 
stop and rest, or even to set aside the 
machine until another day. Ten miles, or 
twenty miles, is much wiser at this time 
than double those distances. The second 
ride should follow as soon after the first 
as possible, so that the beneficial effects of 
the former may be strengthened and added 
to by the latter, and the system thus grad- 
ually accustomed . to the new method of 
action, and without undue fatigue. The old 
idea of working down stiff muscles by put- 
ting them to further use of the sort which 
has tired them is all well and good — if it 
be not carried to extremes. Probably 
nothing will limber up the body which is 
benumbed from a ride as quickly and as 
effectively as another ride. But if the sec- 
ond is carried to an excess, the ultimate 
result may be worse than would have been 

the case had the first attempt been followed 

by a period of complete idleness. 

In this, as in all the other things of life, 
the doctrine of moderation carries with it 
all the tenets of successful achievement. 
But with this must also a certain persist- 
ancy, a willingness to repeat the first at- 
tempt, and to ride a little at a time, when 
that little may seem hardly worth while in 
considering what might be done at the ex- 
pense of subsequent physical torture, until 
the body has been accustomed by slow and 
easy stages to the new requirements and 
has developed its former vigor. For, to 
paraphrase the old adage, "We seldom re- 
pent of riding too little, but often of riding 
too much." 

Chance for a Philanthropist! 

There are two kinds of philanthropists; 
one kind does things, and the other kind 
tells the first kind how to do them. A mem- 
ber of the latter division having become 
interested in the progress of the ride-a- 
bicycle campaign, and also having observed 
how many old bicycles are cast up on dump 
heaps and sold to the junk man annually, 
has conceived the idea that it would be 
a mighty good scheme for a philanthropist 
of the first class to set himself to it and buy, 
beg, steal or borrow all the relics which 
yearly are thrown to the dum-dums, and 
after expending a small amount of capital 
upon them, donate them, revamped and re- 
varnished, to the children of the poor, virho 
are willing— even anxious to ride, but have 
not the wherewithal to purchase a wheel. 

It is a "bully good idea," without doubt, 
but one thing is lacking to the probability 
of its ever being brought to a practical 
conclusion, and that rests upon the difficulty 
of finding the much needed philanthropist 
of the first class. For strange as it may 
seem, while those of the second class are 
to be found in plenty at any time and in 
every place, their brethren of the first order 
are scarcer than false teeth on a back 
sprocket, and hardly more to be relied upon 
when it comes to a test of dependability. 

The long list of outdoor events already 
announced testifies strongly that there's 
lots of life in the old sport yet. If such 
an impressive list were coupled with, say 
automobiling or golf, or even pugilism, 
the editors who sniff at cycling would be 
penning sermons about the remarkable 
vitality of the particular sport, as was their 
wont when cycling was a rank craze and' 
not, as now, a sane and established pastime. 




The Venturesome Illinois Cyclists Map a 
Route Promising Interest and Excitement. 

Lester R. Creutz and George E. Holt, the 
Moiine (Hi.) riders who are bent on cir- 
cumcycling the globe, have definitely plot- 
ted the route they will follow. Both are 
natives of the Middle West and when not 
othervvise engaged pursue the prosaic vo- 
cations of teaching the young idea how to 
shoot, and writing for the press. They will 
leave their home town some time in June 
and before returning to it again expect to 
cover about 50,000 miles, of which some- 
thing like 30,000 miles will be done a-wheel. 
The start will be made from New York, 

Venice, the gondola city and other points 
of interest, to Berne, Switzerland. -From 
Berne the route will lead eastward to 
Vienna, Austria, and thence south again 
through Austria, Roumania, Servia, Bul- 
garia and Turkey to Greece. A consider- 
able length of time will be spent in Greece 
because of its great historical and myth- 
ological interests. From Greece the Med- 
iterranean will be crossed and the land of 
the Pharoahs visited. A trip up the sacred 
Nile will be only one of the many features 
of the Egyptian itinerary — Karnak, the 
great Assuan dam', the Pyramids and Sphinx 
— all will contribute their share of pleasure 
and instruction. 

Returning to Cairo, the cyclists will go 
eastward to the Holy Land and the inajiy 
places of biblical interest will be seen. A 
trip by boat down the Red Sea will be the 


whence a steamer will take them to Liver- 
pool, at which point the bicycle journey will 
actually begin. Scotland, Ireland and 
Wales will be the first steps, covering Eng- 
land incidentally and returning to their first 
landing place — Liverpool, from which a 
steamer will be taken to the Continent, and 
for the long ride to Stockholm in Sweden, 
through Belgium, Holland and Denmark 
the equipment will be reduced to a mini- 

From Stockholm the travelers will go 
to St. 'Petersburg, Russia, if the condition 
of the Czar's empire is such as to make the 
trip safe or feasible. From St. Petersburg 
the itinerary will lead in almost a straight 
line southwest through Germany, France 
and Spain, keeping the cyclists just ahead 
of approaching winter. About the first of 
next year they will probably find them- 
selves in North Africa. Conditions among 
the natives will, to a large extent, govern 
the itinerary through Tropoli, Algeria and 
Morocco. Just, at present the Mohamme- 
dans are up in' arms in Morocco and a white 
man is scarcely safe. It is possible that the 
Molineans may join one of the huge cara- 
vans consisting of hundreds of camels, and 
cross the great Sahara desert to Timbuctoo, 
and return. At any rate, the approach of 
spring will find them ascending the Italian 
peninsula, having visited Sicily with its 
Mt. Etna and other attractions. 

North through Italy, the picturesque, the 
tourists will go, taking Naples, Mt. Vesu- 
vius, Pompeii and Herculaneum, Rome, the 
"Eternal City," Genoa, of Columbus fame. 

next step in the trip, with landings at 
Mocha and other ports. From Mocha, 
boat will be taken around the Arabian 
peninsula to a Persian port and from this 
point the travelers will again depend upon 
their wheels. Around the Indian peninsula, 
touching at Bombay, Calcutta and Madras, 
they will wheel, including a tour of the Is- 
land of Ceylon. Shortly after leaving Cal- 
cutta the region of Kipling will be reached, 
Rangoon, Mandalay and other cities in Bur- 
mah. After endeavoring to locate the iden- 
tical "pagoda lookin' eastward to the sea," 
and perhaps the "Burmah girl a-settin', the 
tourists will wheel southward down the 
Malay peninsula — through Lower Burmah 
and Siam, to Singapore — probably the most 
cosmopolitan city in the world: Kipling 
himself has said that every nation of the 
world has its representatives among the in- 
habitants of Singapore. From this city 
Sumatra and Borneo will be visited after 
which boat will be taken for Manila. After 
learning the conditions under which Uncle 
Sam's black babies are learning their ABC 
of self-government, a trip will be made 
through Japan from whence a steamer will 
be taken to Hawaii and from there to San 
Francisco. The extended wanderings of 
the tourists and the many countries tra- 
versed by them in the course of their tour 
are outlined on the accompanying map. 

"Motorcycles: How to Manage Them." 
Price, 50c. The Bicycling World Co., 154 
Nassau Street, New York. 

April 21— Frankford, Pa.— North East 
Wheelmen's Racing Association race meet 
at Kensington track. 

April 22— Valley Stream, L. I.— Roy 
Wheelmen's five mile road race for club 
championship; closed. 

May 6 — Camden, N. J. — Atlantic Wheel- 
men's sixty-mile road race to Atlantic City; 

May 13— Valley Stream, L. I.— Roy 
Wheelmen's ten-mile handicap road race; 
closed. , I ^i: 

May 30 — Spokane, Wash. — Spokane Ama- 
teur Athletic Club, track and road races. 

May 30 — Newark, N. J.— Eighteenth an- 
nual Irvington-Milburn twenty-five-mile 
handicap road race; open. 

May 30— Salt Lake City, Utah.— Opening 
race meet Salt Palace saucer, and annual 
twenty-five-mile road race. 

May 30— Atlantic City, N. J.— Atlantic 
Wheelmen's twenty-five mile road race on 
Pleasantville-May's Landing course; open. 
May 30 — Grand Rapids, Mich. — Grand 
Rapids Bicycle Club's fifteen-mile handicap 
road race; open. 

May 30 — Chicago, 111.— Century Road 
Club Association's annual twenty-five-mile 
handicap road race; open. 

May 30 — New York City. — New York 
Motorcycle Club's annual hill-climbing con- 
test; open. 

May 30 — Newark, N. J. — Vailsburg board 
track meet. 

June 10— 'Valley Stream, R. I.— Roy 
Wheelmen's fifteen-mile handicap road race; 

June 17 — Valley Stream, L. I. — Century 
Road Club of America's twenty-five-mile 
handicap road race; open. 

July 8 — Valley Stream, L. I. — Century 
Road Club of .America's ten-mile road race. 

July S^Valley Stream, L. I. — Roy 
Wheelmen'-s twenty-mile handicap race; 

July 29-August 5 — Geneva, Switzerland — 
World's championships. 

August 12 — Valley Stream, L. I. — Roy 
Wheelmen's tv/enty-five-mile handicap road 
race; closed. 

August 26 — Century Road Club of Amer- 
ica's fifteen-mile handicap road race; open. 

September 3 — Brooklyn, N. Y. — Century 
Road Cliib of America's annual twenty-five- 
mile handicap Coney Island Cycle Path 
race; open. 

September 9 — Valley Stream, L. I. — Roy 
Wheelmen's fifty-mile handicap road race; 

September 16 — Brooklyn, N. Y. — Century 
Road Club of America's one hundred mile 
record run. 

November 29 — Century Road CKib of 
America's fifty-mile handicap road race; 
open. , , 




Runs Away from Fellow Voyager in First 
Race — New Pro's Make Debut. 

Robert J. Walthour, of Atlanta, Ga , 
demonstrated that he had not gone stale 
from a double season's sojourn on the con- 
tinent as many had supposed, at the open- 
ing race meet of the season at Revere 
Beach track, Boston, Mass., Thursday 
afternoon of this week. The champion 
pace follower of the world rode in true 
winning style and defeated Tommy Hall, 
England's finest, and Menus Bedell, of 
Newark, N. J., who but broke into the pace 
following game last season, in a 25 mile 
paced race. Walthour trounced the little 
Briton by 19 laps, or 2^/^ miles and the erst- 
while Long Islander was not one mile be- 
hind Hall. The time was 37 minutes J/^ 
seconds. Approximately 5,000 people wit- 
nessed the contest. 

The introduction of three new two-cyl- 
inder pacing machines, used with success 
on the continent by Walthour, was hailed 
with delight by the fans, as they thought 
it would tend to produce a faster race. 
Hall's and Walthour's machines worked 
superbly, but Bedell's missed fire contin- 
ually. Even at that it is doubtful is the 
former restauranteur could have done very 
much better, as he has taken on weight no- 
ticeably since the six-day race and tips 
the scales at 198 pounds. Hall's work 
was pleasing to his admirers and many pre- 
dict that the little exponent of rare beef- 
steaks and musty ale will have no difficulty 
in making good once he becomes accli- 
matized — Hall is almost an American now. 

The men were sent away from a standing 
start, with Hall on the pole, Walthour in 
the middle and Bedell on the outside. Al- 
bert Champion, one of the has-beens who 
has broken into the automobile game, 
handled the liiotor for Hall, whom he has 
frequently raced against on the other side, 
Gus Lawson, of course, rode Walthour's 
machine and Charles Turville had Bedell in 
tow. Hall proved the quickest starter of 
the trio and was away and going at the 
crack of the pistol. Lawson, however, had 
his eye on his man and had picked up Wal- 
thour while the others were hunting for 
pace. Hall, in an effort to jump Walthour, 
was switched off on the turnout of the 
homestretch of the second lap. Bedell was 
slow in getting under way. Walthour then 
commenced to show the speed that has 
made him famous, and for a time the other 
two were in grave danger of being shaken 
altogether. Walthour lapped Hall at the 
end of the first mile and Bedell on the 
fifth lap of the second mile. 

Bedell traveled faster than the Britisher 
and scored a lap in the fourth mile. Hall 
appeared to be in distress and Champion 
coaxed him along. On the first lap of the 
seventh mile, Hall passed Bedell and started 

out to regain the lost lap; He had regained 
two-thirds of it and was in a fair way to 
get the remainder when Bedell was forced 
to change pacing machines. The new one 
acted cranky and the Newark rider lost 
five laps before he got going. Hall showed 
steady improvement from that point to the 
end, while Bedell chirked up a bit. Wal- 
thour completed the distance before the 
others and Hall gained his eighth lap on 
Bedell just before the bell rang. 

It took two heats and a final to decide 
the one mile handicap ior the "simon 
pures." D. Connolly is now a professional 
but he left two of the family on the other 
side of the dividing line, "T. and C." The 
pair started from scratch and after a hard 
final heat finished first and fourth respect- 
ively. J. L. CuUen slipped in for second 
and A. F. Carver for third. The time was 

It was intended to have a mile handicap 
for professionals, but the New York con- 
tingent failed to appear, so E. L. Collins, 
D. Connolly, J. B. Coffey, A. W. McDon- 
ald and Patsy Logan lined up. A heat 
race was substituted, the quintet riding a 
quarter, half and one mile, the positions in 
each heat being scored on the point plan. 
The heats were well contested, but little 
Coffey, who was transferred to the profes- 
sional ranks of acknowledged cash chasers 
at the annual picnic of the National Cycling 
Association, displayed the best judgment 
and speed and won out with 11 points. 
Logan came in second with 8 digits and Mc- 
Donald third with 7. Connolly, who also 
rode his first race as a professional, finished 
fourth with 3 points. The summaries: 

Twenty-five mile motor-paced race — Rob- 
ert J. Walthour, first; W. Thomas Hall, 
second; Menus Bedell, third. Time, 37:00^. 

One mile handicap, amateur — T. Con- 
nolly, first; J. L. Cullen, second; A. F. Car- 
ver, third; C. Connolly, fourth. Time, 

Professional point race — J. B. Coffey, 
first, 11 points; Patsy Logan, second, 8 
points; A. W. McDonald, third, 7 points; 
D. Connolly, fourth, 3 points. 


"Old Guard" Helping the Movement — Even 
Bob Holm Puts in an Appearance. 

Butler to Stay in Cologne. 

Nathaniel Hawthorne Butler, the elon- 
gated Cambridge professional, who has 
been making good following pace on the 
other side, will remain in Europe all sum- 
mer. Butler will ride at Leipsig, April 22, 
At Breslin, April 29, and at Cologne, May 
6, remaming at the latter place the remain- 
der of the season. 

End of Charles River Track. 

Cambridge's famous Charles River Park 
track will soon be no more, though as far 
as bicycle racing is concerned the oval has 
been practically dead for some time. Ad- 
vices from Boston state that the entire 
Charles River Park has been sold to a com- 
pany which will develop it for manufactur- 
ing purposes. 

St. Louis, Mo., once such an active 
cycling center, is in a fair way of being 
awakened, temporary organization of the 
St. Louis Cycle Club having been effected 
at a meeting on Saturday last at which a 
number, of the "old guard" was present. 
W. M. Butler was chosen temporary chair- 
man, and George Lang, Jr., temporary sec- 
retary. Lang, H. G. Wolzendorf and A. J. 
Schmidt were appointed a committee to 
draft a constitution and by-laws, which will 
be submitted next Saturday when perman- 
ent organization will be effected. 

A feature of the gathering was the unex- 
pected appearance of Robert Holm, once 
L. A. W. chief consul of Missouri, and one 
of the big cycling figures in the West, and 
whom it was supposed had been lost to 
cycling. He addressed the meeting. He 
recounted the ups and downs of bicycling 
in the city of St.' Louis, and how parallel 
were the conditions now to the period just 
before the advent of the safety bicycle, and 
that undoubtedly a time had again come, 
when the bicycle would again be in the as- 
cendency as a means of recreation. He re- 
called a prophecy that he had made when 
the bicycle became a fad of society, stating 
how much sooner it cau.^td him to feel at 
that time, and that society had never 
yet taken up a sport but that it 
killed it, so to speak. In conclusion 
he stated that events had taken such 
a turn, that he could scarcely enter- 
tain any hope of actively riding the bicycle, 
but that he was with the wheelmen in heart 
and in spirit. He was promptly reminded, 
however, that there was nothing to pre- 
vent him from taking dinner with the mem- 
bers occasionally. 

Frelinghuysen Bill is Passed. 

The New Jersey legislature finally has 
passed the Frelinghuysen bill and the gov- 
ernor has affixed his signature, thereby 
making it a law. It will not, however, be- 
come effective until July 1st next. Before 
it was passed by the House, the bill was 
considerably amended, but as it has not yet 
been printed in its final form, it is known 
that the provisions effecting motorcycles 
were altered in any way. There is no rea- 
son to believe, however, that this is the 

Chairman Kelsey Becomes a New Yorker. 
The executive office of the Board of Con- 
trol of the National Cycling Association has 
been moved from Boston to New York 
City. The chairman, R. F. Kelsey, has 
taken up his abode in the Metropolis, being 
now located in the Flatiron building. 









And today's the day to set about 
obtaining; the pleasures. The Morrow 
could not have so long: held the pre= 
mier position if it were not pos= 
sessed of surpassing merit. 





Emits a Loud Eruption of Strong Talk — 
Claims was Punished Without Hearing. 

William E. Samuelson has arrived in Salt 
Lake City. Ordinarily this would not pro- 
voke any comment, but as the Provo rider 
brought back with him an unjustifiable 
amount of braggadocio instead of returning 
in a prodigal-like and penitent mien, it 
would appear that what he needs is a week's 
marooning in an alfalfa patch and two or 
three long, deep draughts of Salt Lake's 
pure ozone to bring him back to the full 
realization that he is still living and under 
the shadow of disgrace. 

It will be remembered that at the begin- 
ning of the summer's racing season in Aus- 
tralia, Samuelson packed up bag and bag- 
gage and took passage for the Land of the 
Kangaroo, without even bidding his dearest 
friend, Walter "Bridget" Bardgett, a tender 
farewell. Previous to that, it is claimed, 
and the charge evidently was justified, as 
subsequently developed, Samuelson partici- 
pated in a match race in Denver against 
W. W. Hamilton, the erstwhile unpaced 
"king," that was considered a fake. For 
this he was indefinitely suspended at the 
annual meeting of the National Cycling 
Association, the charge being "reprehen- 
sible conduct." 

This same Samuelson is a pretty fair 
bicycle rider and undoubtedly a drawing 
card at the Salt Palace saucer, and in view 
of this, his suspension for one year would 
have taken some of the interest out of the 
game in the Mormon village. Consequently 
the N. C. A. was lenient and as one of its 
oflficials told the Bicycling World man: 
"Samuelson will probably be kept out of the 
first two or three meets in Salt Lake, and 
if he behaves himself, will be allowed to 
ride thereafter." He has not behaved him- 
self according to the standards of good 
etiquette as set down in authoritative text 

Samuelson, as stated, arrived in Salt Lake 
City last week and, flushed with the tan of 
a summer in the antipodes — it couldn't have 
been else, for his conquest there was not a 
triumphant one — he immediately issued a 
manifesto as to what he would do and what 
he would not allow the National Cycling 
Association to do to him — the latter "could" 
not give him a "whitewashing," most cer- 
tainly not. He, "Billy Samuelson, the Pride of 
Provo," would not submit to the dictates, 
not he. The N. C. A. must kowtow to him. 

If a Salt Lake paper is to be believed, 
Samuelson, when asked about his suspen- 
sion by the National Cycling Association 

"From what I heard in Australia, I ex- 
pected it. A letter was written to the 
Australian authorities about it, but they 
said they would not pay any attention to 
the dictates of the N. C. A., and I could 

ride there as long as I wanted to." Which 
brings up another interesting point. 

" I wish to say that I have not been 
treated fairly in this matter," continued 
Samuelson in the accredited interview. 
"The N. C. A. has suspended me without 
even giving me a hearing, which I do not 
think is fair. The charges against me are 
wrong, and I can easily prove it if given a 
chance. I was not given this chance and 
I do not propose to stand for any fines or 
anything of the sort. If I am to ride at the 
saucer track I must be given a free bill, 
and that at once. If not, I will go to work 
and cut out racing this season. I will not 
start to train for the season's racing unless 
I am given assurance that I can ride. You 
can say for me that I think there is a whole 
lot of spite work in the whole business, and 
that I am fully able to look out for my own 
interests, which I intend to do. -^^ R-e- 
m-e-m-b-e-r, no whitewashing for me; a 
clean bill, or Sammy don't ride.'-' 

With Samuelson arrived W. Pedlar 
Palmer, the Australian, who has ridden, 
at Salt Lake before and who was a starter 
in the New York six-day race two years 
ago. According to latest reports, Floyd 
McFarland already is on th.e boat bound 
for San Francisco and will reach Salt Lake 
City about May 24th, in time for the open- 
ing meet on May 30th. 

Judging by the present outlook. Salt 
Lake will have almost everything in the 
line of professional riders. Those who are 
already in the land of hierarchs and temples 
are Walter Bardgett, Hardy Downing, Iver 
Lawson, Iver Redman, C. P. Redman, Nor- 
man Hopper, Cyrus Hollister, J. E. Wilcox, 
Emil Agraz, E. E. Smith. Among those 
who have signed to go there are W. S. 
Fenn, Joe Fogler, W. T. Mitten, Ben Mun- 
roe and about half a dozen other lesser 
lights. Where the East will secure its 
"flyers" is a question not yet apparent. The 
Salt Palace saucer has been resurfaced with 
IJ^-inch Oregon fir and as the new boards 
have been laid over the old surface "the 
track will undoubtedly be must faster and 


But not Until Court Compelled him to do 
so — Why the Litigation. 

Motorcycle an Irvington-Millburn Prize. 

The veteran, William R. Pitman, has re- 
ceived permission to leave home on May 
30th, long enough to again referee the fam- 
ous Irvington-Millburn road race on that 
date. The race committee is hard at work 
getting together the prizes for this time- 
honored contest. A motorcycle will be 
offered for the first place -prize. Although 
it is more than a month distant nineteen 
prizes already have been secured, among 
them three bicycles, tires, lamps, coaster 
brakes, and so on. 

That it is not easy for an American to 
win a law suit in Australia, even if his case is 
fairly strong, Floyd McFarland now knows. 
As has been told in the Bicycling World, 
the chief reason for McFarland's sojourn 
there after Lawson had left was that he 
had a law suit on his hands. When he and 
Lawson went to draw their winnings after 
the Austral meet, the secretary of the Mel- 
bourne Bicycle Club withheld a portion of 
their winnings to pay for their entrance and 
acceptance fees, not only for the races in 
which they started, but for those in which 
they did not start. McFarland determined 
to stay and fight the case in the courts. 
The case was recently called and decided 
in favor of the defendant, Robert McCul- 
lah, secretary of the Melbourne club. 

It was not disputed that the plaintiff, 
McFarland had won the amount m.^n- 
tioned in the claim, but the counsel for the 
defendants claimed that they were entitled 
to deduct from the 45 pounds 15 shillings 
the sum of 3 pounds 17 shillings 6 pence 
for entrance and acceptance fees. The evi- 
dence showed that McFarland had always 
competed at Melbourne and this was the 
first time that he had been asked to pay 
entrance fees instead of promoters had 
paid him money to compete. Such seems 
to be the case for in a letter to the Bicycling 
World a man who is thoroughly conversant 
with Australian racing affairs says: 

"Behind the scenes it is known that the 
reason the Secretary of the Melbourne 
Bicycle Club would not remit the entry 
fees to either Lawson or McFarland was 
because neither of these men would be 
bound by the contract of the club. It really 
was a personal matter with the secretary 
who thought he could do as he liked with 
any of the racing men, and he did not like 
being bested by the Americans, who with- 
drew before the Austral meeting was fin- 
ished, much to the disappointment of the 
public, who did not turn up in such large 
numbers as was anticipated at the final of 
the big race. The meeting was not a suc- 
cess — hence the bitterness and paltry 
cheeseparing policy of the club, which has 
a backing of $60,000." 

Be this as it may, the judge who heard 
the case gave McFarland judgment for 
£41 17s. 6d., having deducted the amount 
claimed by the club for entrance fees. Mc- 
Farland had to pay the costs. 

The Brower Wheelmen have moved from 
117 Greenwich avenue to their new club- 
rooms at 98 Greenwich avenue. The New 
York club will make a special effort to be 
represented in all the races this year. 

Salt Lake City's annual 25 mile Decora- 
tion Day road race is now a certainty, as 
the Salt Lake and Ogden Railway Co. have 
promised to send an observation train along 
the course, so the spectators can follow the 
riders throughout the race. Four or five 
bicycles already are on the prize list 



Stray Book Told Wholesome Story. 

A small account book picked up in a 
street in Toronto, recently showed a sys- 
tematic record of the number of times its 
owner got ahead of the street railway com- 
pany and it also preaches a powerful ser- 
mon. The blank pages of the book are 
ruled off in ledger form and each account 
headed with the name of a street car route 
in Toronto. For instance there was 
"Church Street" with a debit on the left 
hand side and a credit on the right. Bloor 
and McCaul" the same, and so on over the 
entire system. Evidently when the owner 
of the book paid a fare he charged it up 
against the car line he patronized, and 
whenever he saved a fare he credited him- 
self with five cents. 

At first glance it might appear that the 
owner of this account book was in the 
habit of dodging the conductor's box, but 
this was not the case. The fact is the fares 
were saved by riding a bicycle instead of 
paying the street car company for com- 
ings and goings and the fares were contri- 
buted on rainy days when wheeling was un- 
pleasant. On August 6th, 190S, he made an 
entry against "Bloor and McCaul" as fol- 
lows: "One fare — last of quarter's worth of 
tickets bought June 2nd." The total of 
fares unpaid amounted to nearly thirty dol- 
lars in seven months. 

C. R. C. A. to Begin Racing May 20. 

The Long Island division of the Century 
Road Club Association will open its racing 
season with its annual fifteen mile handicap 
road race which this year will take place 
on May 20. The start and finish will be 
from West's Hotel, Valley Stream, L. I., 
and the limit men will be pushed off their 
marks promptly at one o'''lock. There will 
be fifteen place prizes and five time prizes, 
each class being headed by an Elgin gold 
watch. Entries may be sent to the secre- 
tary of the racing committee, Emil Green- 
baum, 1745 Broadway, Brooklyn, N. Y. 

Bicycles as Aids to "Pony Playing." 

Since the war between the New York 
Jockey Club and the poolrooms has been 
raging, a system of "bicycle express" has 
been employed to get news of the finishes 
of the horse races to the poolrooms. The 
antics of half a dozen cyclists who have 
kept a continual sprint between the Acque- 
duct race track and the telephone station at 
Ozone ' Park mystified the police until a 
few days ago, when it was discovered what 
was the couriers' mission. 

Castle and a Championship Meet. 
Gus Castle, of Atlanta, Ga., one of the 
Southern representatives of the National 
Cycling Association, is arranging for what 
is termed a big championship meet to be 
held at the iPedmont track on July 4. The 
races will include Atlanta, Georgia and 
Southern championships and will be held 
under sanction of the governing body. 


Spring Number 

— OF- 





Will bear date 

MAY 5th. 

As usual, this issue will 




all the leading bicycles, motorcycles and 
sundries, and will contain a wealth of 
other illustrations and matter of the sort 





If there is anyone in your community whom you 
would like to charge or recharge with cycling 
interest and enthusiasm send us their names and 

Fogler also to go West. 

Last week it was W. S. Fenn who had 
signed up for the season at Salt Lake' City 
and now another rider who has been a 
familiar figure upon the Eastern tracks is 
said to be going to leave on the "seven- 
teen after six" — that's "skiddoo" in track 
lore — train, so he will get there in time to 
pay his tithes before conference closes. He 
is Joseph Fogler, from across the bridge, 
Fogler is one of those wise "Brooklyn 
born, bred and hope -I-may-die-there" kind. 
He was the one who scoffed at the idea of 
accepting Manager Chapman's one-way 
ticket, when asked if he would do so, and 
made fun of "all those other 'guys' who 
were so poor they had to knuckle down to 
track promoters." 

The idea that he, "Joseph Fogler, part 
winner of the six-day race," would accept 
such an offer was preposterous. Besides, 
he was learning to be a real automobile 
chauffeur. Be that as it may, Fogler has 
accepted John Chapman's one-way ticket 
("the price of the same to be deducted from 
your winnings") offer, according to the Salt 
Lake Tribune. The issue of Tuesday says 
that "word was received Monday by Man- 
ager Chapman of the Salt Palace saucer 
track, that Joe Fogler ... of Brook- 
lyn, N. Y., . . . had signed the contract 
sent to him and would start for Zion imme- 

Good Going on Texas Track. 

Although accounts of them are meagre, 
three bicycle races formed a part of the 
program of the automobile race meet at 
Houston, Texas,' on 'Wednesday of last 
week, 11th inst. The events were held on 
the Harrisburg driving track, a half mile 
dirt circuit. Some good times were made. 
James Rockwell was the "star" of the occa- 
sion, winning every event, while Christo- 
pher Neilspn came in second, in each. It 
is not stated how many starters there were.. 
In the two mile event Rockwell finished 
first in 6:265^. 

Neilson was second. The finish in the 
half mile race was exciting, Rockwell lead- 
ing Nielson across' the tape by only a half- 
wheel's length. Time, l:26j^. Better time, 
was made in the other half-mile event, 
Rockwell winning out in 1:18. Neilson's 
time was 1:18^^. 

Daytons Select their Directors. 

Members of the Dayton (Ohio) Bicycle 
Club held their annual election of directors 
last week and the following were selected: 
Edward E. Burkhardt, 'Wood Patton, E. 
C. Baird, R. G. Corwin, Orrin Jones, J. 
Finke, Harry J. Chancellor, J. B. Parma- 
lee and Thomas McGee. The directors 
will organize within several weeks.' 

Three bicycle races, with prizes aggregat- 
ing $75, will be included among the other 
sports to be held at Augusta, Ga., during 
the May flower festival. 




■One Branch of Congress Gives Bill Big 
Boost — What it Means to Motorcyclists. 

After having been thrashed out pro and 
con by Congress over a period of two 
months or more in the course of what is 
said to be one of the most exhaustive hear- 
ings of the kind held, the bill exempting 
industrial alcohol from taxation when de- 
natured, emerged from the Ways and 
Means Committee and was passed by the 
House on Monday last, by a vote which 
plainly showed that that august body was 
only "going through the motions" in doing 
so. The opposition that had fought the 
bill so vigorously in committee had long 
since transferred its attention "higher up," 
so that the vote of 224 yeas to 7 nayes, does 
not mean that the bill has equally favorable 
chances on the floor of the Senate. It is 
slated for another course of hearings before 
the Committee on Finance of the latter 
body, beginning with next Tuesday, and 
if the endless discussion on the rate bill 
does not fill out the remainder of the ses- 
sion is considered to have a good chance of 
becoming a law. 

Its ultimate passage means more to the 
motorcyclist than is apparent at first glance, 
for it is not as generally known as it might 
be that alcohol as a fuel for the motor ranks 
almost on a par with gasolene and in many 
respects is superior. Its use in this role 
is nothing new or novel, for of the 75,000,- 
000 gallons that are annually distilled in 
Germany from potatoes and beet sugar re- 
fuse more than half is said to be consumed 
in small stationary engines. Chief among 
its advantages are the fact that it is far 
from being as inflammable and it does not 
generate an exolosive mixture in a room 
or similar enclosed place, as gasolene does; 
an alcohol fire is readily extinguished with 
water, and at last, but not least, it is free 
from offensive odor. 

As the very word itself indicates, de- 
natured alcohol has been deprived of its 
original character or nature as alcohol in 
that it is no longer fit for drinking. In 
brief, the process merely consists of poi- 
soning the alcohol or rendering it so oifen- 
sive that there is little likelihood of its 
being consumed as a beverage. This is usu- 
ally accomplished by the addition of a 
certain percentage of such substances as 
benzol, wood alcohol, pyridine, which is a 
vile smelling bone oil, benzine or something 
similar, the list of denaturants given by the 
Germans being a lengthy one, although 
benzol and wood alcohol are probably the 
most common. But where the spirit is to 
be used for motor fuel, methyl or wood 
alcohol should not be used as the latter 
corrodes metal and burns on the valves in 
a hard crystalline deposit. 

The ordinary gasolene motor will oper- 
ate on alcohol with practically the same 

facility as it will with the former fuel, al- 
though owing to the somewhat different 
characteristics of the substance, it has been 
found that an engine designed to give 
higher compression and having a longer 
stroke is necessary to obtain the greatest 
degree of efficiency. But to all intents and 
purposes the motor bicycle engine will run 
without much apparent difference on either 
fuel, once started. ' As alcohol is not as 
volatile as gasolene it is not possible to 
start to start the motor on it with the 
same facility, but once warm it will con- 
sume it as readily. This is well worth 
knowing for at a pinch a pint or two of 
alcohol may be the means of getting home 
when gasolene happens to be a commodity 
beyond price for the simple reason that 
there is none to be had within walking or 
riding distance. 

A mm 






Morgans Wright 



Powers Must Pay Brady $21,000. 

William A. Brady, the promoter, at last 
has won his suit for $21,000 against Patrick 
T. Powers and the late James C. Kennedy, 
which has been dragging through the courts 
for years. The judgment which was given 
some time ago was confirmed by the Ap- 
pellate division of the Supreme Court.' 

Brady sued the late Kennedy and Powers 
in 1901 for an accounting, claiming that he 
had been frozen .out of the partnership said 
to exist between the plaintiff, the defend- 
ants and another man well known in cycling 
circles, which was formed to hold six-day 
bicycle races in Madison Square Garden, 
New York City. Brady got judgment in 
the Supreme Court for $21,000. 

Kennedy and Powers appealed, giving 
a bond, and the opinion of the Appellate 
division last week ordered that the settle- 
ment be made on notice. It is quite likely 
that Promoter Powers will take the case to 
the Court of Appeals. 


Fared Fairly Well During Their Stay in 
Australia — Germans get "Leavings." 

With the arrival of the Australian papers 
comes the news of what the American 
cyclists who are there, or rather, who were 
there, had done up to February 28th, when 
the mail closed. At that time Iver Lawson 
and W. E. Samuelson, who now are in this 
country, and Floyd McFarland, en route 
to America, were familiar figures on the 
tracks there. Although the Americans did 
well, their success was not as great at at- 
tended them upon their invasion last sea- 
son. Up to February 28th, Lawson had 
scored 12 firsts and 1 third, his winnings 
amounting to $1,040, while his team mate, 
McFarland,' had secured the same number 
of firsts with the addition of 12 seconds 
and S thirds, his pocket being enriched to 
the extent of $1,000. Samuelson has fin- 
ished first only 3 times, while he got S sec- 
onds and 2 thirds. His prizes totaled about 
$260. Even at that the Americans did bet- 
ter than the two continental cracks — Walter 
Rutt and Henri Mayer — ^who had been im- 
ported for the express purpose of trouncing 
the Americans. Mayer bagged 6 firsts, 5 
seconds and 4 thirds, winning $615, and his 
compatriot was considered fortunate in get- 
ting 7 firsts, 7 seconds and 4 thirds, and 
with it $640. 

One of the principal events of the year 
was the Prospect-Sale road race, in the 
Gippsland district, an open event of 27 
miles, in which more than a hundred riders 
started, including McFarland, R. W. Mor- 
gan and R. Arnst on scratch. The road 
for eight miles was excellent, when fol- 
lowed eleven miles of fair to middling 
surface, much better than was anticipated. 
Punctures were numerous, as many of the 
riders used light track tires, and several 
sand patches brought grief to many. "Long 
Mac" was quite out of his element, but Mor- 
gan rode wonderfully well and gained 
rapidly on the long markers and would 
have been placed had not a puncture 
brought him down near the finish. Arnst 
also punctured. 

Punctures proved to be McFarland's 
Waterloo at the Adelaide carnival — 
February 10 to March 3. The first 
event in which the Americans rode was 
the one mile blue ribbon on February 
10. G. R. Morgan showed the way over the 
tape by a narrow margin to McFarland in 
the first heat. The time was 2:00iA. In 
the second, S. Gordon beat W. E. Samuel- 
son, the time being 2:06}^. Henri Mayei;, 
the German, finished first in the third heat 
and two local riders qualified in the fourth. 
Both Americans appear to have been lost 
in the shuffle of the final heat, the victory 
going to Mayer, in 2 minutes 7 seconds. 
Australians won second and third places. 

Rutt was the only one of the foreigners 



to qualify for the final heat of the classic 

Adelaide wheel race at two miles. Mc- 
Farland was shut out by a blown tire. Rutt 
won the filial heat with ease. 

In the Mayer^ stakes, the preliminaries 
of which were run on Feb. 10th and the 
final on Feb. 17th, the American visitors 
showed up well. The trial heats were at a 
half-mile. Walter Rutt captured the first in 55 
seconds and W. E. Samuelson finished sec- 
ond in the next. Floyd McFarland won the 
third heat and two natives were placed in 
the fourth. The final, at five miles, went 
to Samuelson, who beat out Rutt and Mc- 
Farland by half a wheel's length. The time 
was 595^ seconds. The five mile scratch 
on the same day was captured by A. J. 
Clark, McFarland suffering the misfortune 
of another puncture. 

The old man of the track had his innings 
on the last day of the carnival when he won 
the chief event in brilliant form. The first 
was for the Rutt stakes — one-quarter mile. 
Rutt and Clark qualified in the first heat 
and Mayer and Morgan were placed in the 
second. Gordon and Nesbitt were up in 
the third and McFarland and Brook in the 
fourth. Rutt took the final with Gordon 
and Brook second and third, respectively. 
The time was 28 J^. The half-mile inter- 
national championship was the one in which 
the elongated Californian squared up ac- 
etfunts. "Long Mac" won the first heat in 
58 seconds, and Mayer qualified in the third 
and Rutt in the fourth. The finish of the 
final saw McFarland make a brilliant sprint 
and cross a hairsbreadth ahead of Mayer. 
Rutt was only half a wheel's length behind. 
Time, OiSS^/^. 

At the North Melbourne carnival on Feb. 
29, McFarland attempted to lower the mile 
record of 1 minute 17 seconds, held by 
Beauchamp. The American was paced by 
Bearspark, but was unable to erase the 
figures, his time for the distance being 
1:44. McFarland appeared in a five mile 
scratch race and showed the spectators that 
the old man has still a little of the old- 
time energy left in his p«.dalic appertain- 
ments. McFarland laid well in the rear un- 
til the last.lap when he began to unwind. 
He won out after a pretty sprint against A. 
J. Clark and S. E. Gordon. The time was 


Sturmey Tells how he Kept His Men To- 
gether and Drew them out. 

Motorcycles for Fire Chiefs. 

It has become more or less common for 
chiefs of fire departments to adopt the 
automobile as a means of getting about and 
there are also automobile fire engines galore 
in this country, but the motor bicycle has 
still to receive the attention it deserves in 
this connection. Germany has set the pre- 
cedent, many chiefs of fire brigades in the 
smaller towns using a motorcycle or tri-car 
for getting to the place they are most 
needed at a time when seconds count, and 
there is nothing that fills the bill so effect- 
ively and so economically as a motorcycle. 
It is always ready for duty. 

In the conduct of club runs, not a little 
depends upon the generalship of the captain 
and his ability to gauge the powers of the 
average of the riders, to say nothing of his 
willingness to cater to the majority; where 
that may be possible without "tuckering" 
out any of the laggards and discouraging 
them at the outset of the season from fur- 
ther continuance in what may be made the 
most interesting and beneficial form of 
cycling. Henry Sturmey, the veteran British 
rider, tells in Cycling of a plan which he 
evolved for securing harmonious effect 
in club runs, and how it worked out to his 
entire satisfaction. 

"One. of the special aims of a club cap- 
tain should be .to -keep' his men together 
throughout the season," he says, "and to en- 
courage as large, a nurnber'as possible to 
turn out for the weekly runs. Of course, it 
depends a good deal upon the particular 
class of man to which the majority of the 
members of the club belongs as to what will 
be the best way to keep the men together. 
A club .composed, almost entirely of bud- 
ding speed merchants will not gain any- 
thing by pottering runs; and, whatever 
the destination- of- a club may be, the ride 
there and back will be more or less of a 
scorch the whole way; but club jruns con- 
ducted on these lines will not be of much 
value in bringing on new- men. * * * * 

"Some years- ago I was-the captain of my 
club, and I noticed that quite a number of 
men turned. up at the first run or two, but 
rarely put in an appearance afterwards, 
so I put my thinking cap on to locate' the 
cause, and I traced it to this: We were 
accustomed to set the pace fairly fast (not 
exceptionally fast, for we were not essen- 
tially a fast-riding club, but still, faster 
than the majority of riders we met upon 
the road travelled at — say 12 to 15 miles 
per hour) ; and it was this pace which 
knocked out the new hands and the men 
for whom it was just a little bit too fast 
to be comfortable. This was more par- 
ticularly the case in regard to the open- 
ing run and the earlier runs of the season. 
Some half-dozen of us were regular all- 
the-year-round riders, and we were very 
nearly as fit in March as we had been in 
September, whilst the bulk of the rest — as 
in the majority of clubs — had put their 
machines away for the winter, with the 
natural result that they were as flabby as 
possible, and that many of them, although 
they had regularly taken part without dis- 
tress in the autumn runs of the previous 
season, were fairly played out in the first 10 
miles, the net result being that they did not 
repeat the experiment, but went off for rides 
in smaller parties 'on their own,' as the 

club did not benefit by their company. I 
therefore hit upon a scheme which worked 
splendidly, and the experience may be use- 
ful to those club officers who are looking 
forward to a good season. 

"I got a rule carried for the next season 
that no member should pass the captain 
without permission. Then, when the open- 
ing run came, I set the pace by what I 
judged to be that of the slowest member. 
It was not more than eight or nine miles an 
hour, and, of course, to those who could 
ride mudh faster was pretty much of a 
crawl. For the first mile or two the faster 
men complained, and quaint jokes went 
round as to the snail-like procession; but 
I held my way without increase of speed, 
and by the time seven or eight miles had 
been covered I found that many of those 
who had been so sarcastic were not travel- 
ling any easier than they cared for. Within 
four or five miles of our destination we got 
on a piece of good square road, just the 
thing for fast riding; then I told the crowd 
that those who wanted to go faster could 
go ahead and order tea. For the benefit of 
the slower members I kept the same pace 
going as before. Very nearly two-thirds 
of the men left the slower detachment at 
once, but, seeing that it was a matter of 
four or five miles only instead of fifteen, the 
men who could 'go' put in a good bit hotter 
work than they would have done earlier in 
the run, and a pretty little dust-up ensued. 
It was not long before they were all out of 
sight in a bunch around the next corner, but 
before a mile had been traversed we began 
to pick them up again, in ones and twos, 
until we had all but three or four with us, 
quite content with the pace we were travel- 
ling at when we got to our destination. 

"Upon the return journey the same tac- 
tics were pursued, and in subsequent runs 
I made a point of keeping the pace down, 
but increased it slightly each run, and the 
result was that a number of men who had 
in previous seasons been 'first runners' de- 
veloped into regular attenders at the club 
functions, and the club runs were produc- 
tive of very much more general enjoyment 
for them all. The slower men knew that 
they would not be 'run out' and 'left,' or 
forced to overtire themselves if they joined 
in the club run; and the faster ones knew 
that they would get a good chance to 
stretch their legs. It was a bit of self-sec- 
rifice on my part at first to ride so slowly, 
and eventually it quite got me out of fast 
riding, but that was a detail I didn't mind, 
as I was 'out' to pull the club together. It 
certainly had a wonderfully improving effect 
upon the club attendances." 

Following is the schedule of events that 
the Long Island division of the Century 
Road Club Association proposes to hold 
during the season: May 20, fifteen mile 
handicap, open; June 3, century run; July 4, 
Long Island Derby, t-»Tenty-five miles; 
Aug. 26, record run; Sept. 23, twenty mile 
handicap, open. 




Several Changes of Moment Made — Dis- 
tricts may now Obtain National 

The revised competition rules of the Fed- 
eration of American Motorcyclists made 
their appearance this week and testify that 
Chairman Douglas and his colleagues of the 
Competition Committee have given their 
duties ripened thought. ' As a whole, they 
do not differ radically. from the former rules 
but substititution in several places of "may" 
for "shall" and vice versa have made them 
fairer and stronger as the case may be, and 
as the American Automobile Association, 
the National Cycling" Association and the 
Amateur Athletic Union have all "signed 
up" to respect and enforce any penalties 
meted out by the F. A. M., the application 
of the regulations means infinitely more 
than it meant before. 

In the revision, the fees for sanction 
were broadened and now stand at $2 for 
each day for events to which admission 
fees are charged, $1 per day for motorcycle 
events at a "mixed" meeting, and 50 cents 
for a contest or contests in which gate 
receipts are not a factor. The rule regard- 
ing those to whom sanctions may be denied 
has been made to include not only promot- 
ers, but track owners and lessees. The regis- 
tration fee for contestants has been re- 
duced from $2 to SO cents, the F. A. M. 
membership card being, as before, suffi- 
cient registration for F. A. M. members. 

All reference to the so-called "standard" 
races, i. e., those limited to 110 pound ma- 
chines, and requiring that at least two of 
them be included in all race-meet programs, 
has been eliminated. But that international 
weight limit has been retained, of course, as 
the basis of 'records and championships. 
The same number of championships, five, 
are retained, viz.: one, two, five and ten 
miles and one hour, but instead of requir- 
ing that all be run at the national meet, the 
new rules say that only the mile event and 
at least one other must be decided at that 
function. One each of the remaining chamr 
pionships may be allotted to such F. A. M. 
Districts as may apply for them. 

The full text of the new rules is as 


Section 1. Any person, association or 
club (hereinafter referred to as the pro- 
moter) desiring to hold a contest or con- 
tests under the rules of the Federation of 
American Motorcyclists, other than a con- 
test limited solely to the amateur members 
of a local club, shall first obtain a sanction 
from the chairman of the competition com- 
mittee. Infraction of this rule may be deemed 
sufficient cause for perpetually disbarring 
the offending promoter from obtaining a 

sanction from the competition committee. 

Sec. 2. The application for such sanction 
shall be made to the chairman of the com- 
petition committee, and shall be accom- 
panied by a fee of $2 for each day such 
contest or contests may continue, or $1 per 
day if the motorcycle events, not exceeding 
two in number, form a part of a program 
with other sports to which an admission fee 
is to be charged, or 50 cents if no admis- 
sion fee is to be charged. Such application 
shall state the name and address of the pro- 
moter, the character of the contest or con- 
tests, the date desired, the course to be 
used and the amount of entry fee. It shall 
also specifically state whether a match race 
or a race for a stake, wager or gate receipts 
is to be run, and if so, it shall give the 
names of the intending participants in such 

Sec. 3. If the event is to be run on the 
road the committee may require evidence of 
the permission of the proper legal authori- 

Sec. 4. After a sanction shall have been 
granted no change shall be made in any of 
the details required to be set forth in the 
application for same save by permission of 
a member of the competition committee. 

Sec. 5. Sanction may be refused or sus- 
pension be meted out to any promoter or 
track owner or lessee who may transgress 
the rules of the Federation of American 
Motorcyclists, or who may permit another 
to transgress them at a meeting under his 
management or on his property. 

Sec. 6. The competition committee may 
refuse a sanction without assigning a reason 
for such refusal. 

Section 1. On receipt of a sanction the 
promoter shall prepare an entry blank, 
which shall contain the following details: 

Name and address of rider 

F. A. M. membership No or 

F. A. M. Registration No 

Date of Expiration 

Name of Bicycle 

Name of Motor 

Stroke and bore 

Weight of machine 

Rated horsepower 

Belt or chain drive 

Single or double cylinder 

Weight of rider 

Best time for one mile ; five miles 

; ten miles 

When and where did you last compete.... 

Is it strictly a stock motor — i. e., has stroke 
or bore been enlarged or compression been 

altered in any way? 

(This question is to be answered only in 
case of handicap events or for races re- 
stricted to stock or road machines, or of 
certain horsepower.) Penalty for incorrect 
or misleading replies or omissions, one 
year's suspension; for competing under a 
false name, suspension for life. 

This entry blank shall bear on its face 

the words: "Under the rules and with the 
sanction of the Federation of American 

Sec. 2. Promoters shall exact payment in 
advance of all entry fees, or suffer any loss 
that may accrue from failure so to do. 

Sec. 3. No entry shall be accepted unless 
all the details required to be set forth in the 
entry blank are complied with; the accept- 
ance of an entry under other conditions 
shall be sufficient reason for the refusal of 
a subsequent sanction to the offending pro- 

Sec. 4. The programme shall bear upon 
its face the words: "Under the rules and 
with the sanction of the Federation of 
American Motorcyclists," and shall set 
forth the distance of each race, description 
of prizes and their value, a copy of the rule 
relative to the classification of motorcyclists 
for competition, the manner of starting, a 
list of the names of the officials strictly in 
accordance with the rules relating to same, 
and a list of the entrants and their numbers. 

Sec. 5. Promoters may programme any 
character of race not conflicting with these 
rules. It shall be the duty of promoters 
to furnish means for verifying weights of 

Sec. 6. Within one week after the conclu- 
sion of a contest or race meet promoters 
shall file with the chairman of the competi- 
tion committee two copies of the pro- 
gramme, which shall give the names of all 
starters and the positions of the prize win- 


Sec. 1. No person shall be eligible to 
compete in any contest sanctioned by this 
organization unless he shall be an enrolled 
member in good standing, or in lieu thereof 
shall have been duly registered annually by 
the competition committee, to whom appli- 
cation, accompanied by a fee of SO cents, 
shall be made, and who shall issue to all 
such applicants as are not disqualified by 
these rules a numbered registration certifi- 

Sec. 2. Any rider who may have not reg- 
istered with the F. A. M. may be permitted 
to compete by paying the amount of regis- 
tration fee to the promoter and obtaining 
dated receipt therefor, but any prize he 
may win shall be withheld until such rider 
shall have been duly registered by the com- 
petition committee. 


Section 1. Two classes of competitors 
shall be recognized — amateurs and profes- 

Sec. 2. An amateur shall be construed to 
be a man who has not, since January 1, 1905, 
competed in any sport against a profes- 
sional or for cash, whether in the form of 
prizes, wagers, gate receipts or "appearance 
money"; who has not sold or otherwise 
realized pecuniary benefit from a prize, and 

J 00 


who does not engage in competition as a 
means, or partial means, of livelihood. 

Sec. 3. A professional shall be construed 
to be a rider who competes for cash, or has 
competed for cash or accepts othei" mone- 
tary consideration, or who engages in com- 
petition as a means, or partial means, of 


Section 1. No motorcycle exceeding S 
horsepower shall be permitted to be used 
in any contest sanctioned by the F. A. M., 
nor shall any motor bicycle exceeding a 
weight of 110 pounds be permitted to be 
used in any trial or race to establish a rec- 
ord or records. 

Sec. 2. The referee shall have absolute 

power to prohibit the use of any machine 

which he considers unsafe, unsuitable or of 

improper construction to start in any event. 



Section 1. All track contests shall be run 
with the left hand of the rider toward the 

Sec. 2. Starts may be either standing or 
flying. Due notice of the method must be 
given on the programme, but in the event 
of failure to state the method a standing 
start shall prevail. 

Sec. 3. All standing starts shall be from 
a push-off, and the pusher-off shall not 
over-step the foul line, which shall be 
placed twenty feet from the starting tape, 
and there shall be no recall or restart — save 
by agreement in match races — after all con- 
testants shall have passed the said foul 
line. In handicap races there shall be no 
recall or restart. But when in any race any 
rider, in the judgment of the referee, may 
have suffered failure to properly start 
through no fault of his own or of his ma- 
chine or pusher-off, he may be permitted to 
start (1) in a succeeding heat, or (2) in the 
final, if a heat or final remains to be 



Section 1. It shall be the duty of the lead- 
ing rider to hold the inside as nearly as may 
be practicable. A contestant overtaking 
and passing another must pass him on the 
outside, tmless the rider in front shall be so 
far from the inside as to render it safe to 
pass on the inside. After having passed 
to the front a- competitor shall not take the 
inside or cross in front of the competitor 
passed, unless a lead of a full length has 
been established, under penalty of disquali- 

Sec. 2. In road contests the overtaking 
rider should give proper signal by bell or 


Section 1. In track races a rider may re- 
sort to pedalling at any time, and unless 
otherwise stipulated, may change his mount 
during the course of a contest; provided, 
however, "that any such remount, in the 

case of a handicap event, shall not be of 
less approximate weight nor exceed the 
rated power of the machine which the con- 
testant concerned shall have entered to 
ride. Any competitor making such change 
shall immediately after finishing, and with- 
out dismounting, report to the referee in 
order that his remount may be inspected 
and approved. Failure to so report and to 
obtain such approval may be deemed cause 
for disqualification. 

Sec. 2. A competitor who leaves the track 
or road for any cause must, if he desires to 
continue the contest, start at the point from 
which he withdrew. A competitor who 
leaves the track or road, or is unable to 
continue, in a contest run in heats, shall 
not be allowed to compete in a subsequent 
heat of the same contest. 


Section 1. Any amateur may apply to the 
competition committee for permission to 
effect an exchange of a prize or prizes, and 
at the discretion of the committee such per- 
mission may be granted, but no such ex- 
change shall carry with it household uten- 
sils or any article of wearing apparel, nor 
shall these articles be permitted to be 
offered as prizes. 

Sec. 2. Any amateur may be at any time 
required to produce his prizes by the com- 
petition committee, or satisfactorily to ac- 
count for them, and each of them. 

Sec. 3. Promoters or referees may require 
any entrant to submit proof of his identity, 
or may withhold any prize or prizes pend- 
ing submission of such proof. 


Section 1. The act of competing at an un- 
sanctioned contest shall disqualify without 
further action of the competition commit- 
tee, and such disqualification shall remain 
in effect until removed by formal action of 
the competition committee. 

Sec. 2. No amateur, under charges or 
suspension, shall be permitted to compete 
as a professional without first having ob- 
tained the consent of the competition com- 
mittee; and no amateur shall compete as 
such and later at the same meeting as a 
professional. A transgression of this rule 
shall carry with it suspension for six 

Sec. 3. For ungentlemanly conduct or wil- 
ful infraction of these rules the referee may 
suspend any contestant for the remainder 
of anymeeting, and may require that any 
offender' or any offensive attendant be re- 
moved from the grounds. 

Sec. 4. For competing under a false name, 
or for abetting or engaging in a contest in 
which the result is "fixed" or prearranged, 
suspension shall be permanent and without 
appeal, and no offenders shall be again per- 
mitted to compete in any contest, or to 
serve in any capacity whatsoever. 

Sec. 5. No person shall be allowed to 
compete who has been debarred from com-- 

petition in events over which the ruling 
body of any other nation has jurisdiction. 
Sec. 6. Punishment shall be meted out 
by the chairman, whose action shall be 
subject to the majority vote of the compe- 
tition committee, but for a first offense no 
suspensior not otherwise provided for shall 
be for a lesser period than thirty days, 
or for a second offense, of the same nature 
for less than one year, and there shall be 
no appeal therefrom. No suspension of 
any nature shall be removed until any prizes 
won by reason of infraction of these rules 
shall have been returned by the offender. 


Section 1. No professional shall be rein- 
stated as an amateur except by unanimous 
vote of the members of the F. A. M. pres- 
ent at a regular meeting, and no application 
shall be considered from any rider under 
suspension or charges. 

Sec. 2. For good and sufficient reasons 
any rider under suspension and not other- 
wise disqualified by these rules, may be 
reinstated by a majority vote of the compe- 
tition committee. 


Section 1. Protests respecting the weight, 
power or other qualifications of a machine 
shall be made to the referee in writing dur- 
ing the hours of the race meet or contest, 
and must be accompanied by a fee of $2. 
If it be not possible for the referee to make 
such examination as will permit the protest 
to be at once decided, the rider and machine 
affected may be permitted to compete un- 
der protest, and any prize he may win shall 
be withheld pending the decision of such 
protest by the competition committee, to 
which it shall be referred with the protest 
fee, which will be returned to the protestant 
if the protest be sustained. Any appeal from 
the decision of the referee respecting the 
enforcement of these rules shall be accom- 
panied by a fee of $5.00. 


Section 1. Five national championships, 
and no others, shall be decided annually, 
viz.: One mile, two miles, five miles, ten 
miles, and one hour, respectively, the mile 
and at least one other of such champion- 
ships to be decided at the national meet. 
One each of the others may be apportioned 
to such districts as may apply for them 
after the announcement of the annual meet. 
All shall be limited to machines not weigh- 
ing in excess of 110 pounds. 

Sec. 2. Each district may, on application 
to the competition committee, be authorized 
to conduct district or State championships 
at similar distances, or of like duration. 



Section 1. No record shall be accepted oi 

recognized which is made on any motor 

bicycle weighing in excess of 110 pounds, 

which weight shall \\o% iqclui^e fuel, lubri- 



cants or source of electrical energy (bat- 
tery or magneto). 

Sec. 2. But two classes of records shall 
be recognized — those made from a standing 
start and those made with a moving start, 
against time and in competition, respect- 

Sec. 3. All record trials not made at an 
open racemeet shall be first sanctioned by 
the competition committee, and such trials 
shall be timed by not less than three timers 
for track trials, or four timers for straight- 
away trials, who, with the .referee and three 
judges, . shall certify, to the correctness of 
time and distance, such certificates to be 
forwarded to the competition committee. 
If required, a surveyor's certificate also 
shall be supplied. 

Sec. 4. If any record shall have been ap- 
parently broken at any meeting or in any 
contest, or any claims therefor shall be 
then made, the referee shall at once require 
that the machine employed be weighed in 
his presence or in the presence of a dis- 
interested and accredited representative. 

Sec. 5. The competition committee re- 
serves the right to designate any or all 
of the officials at such trials, or the referee 
of any race meeting. 

Section 1. The members representing the 
competition committee in each respective 
district may designate a handicapper or 
handicappers, and may approve or reject 
the person selected by a promoter. Such 
approval shall be secured not less than ten 
days in advance of any contest. 

Section 1. No contestant shall be permit- 
ted to compete who is not properly attired. 
Long trousers, without leggins, shall not 
be considered suitable attire. 

Section 1. The principal officer of a meet- 
ing shall be a referee, whose duty it shall be 
to exercise general supervision over the 
affairs of the meeting and to act as the 
representative of the competition commit- 

tee. He shall, if necessary, assign tfie 
judges, timers, umpires, clerk of the course 
and starter to their respective positions and 
instruct them as to the rules. He shall re- 
ceive all protests and render decisions there- 
on, subject to appeal to the competition 
committee. It shall be his duty to enforce 
the rules and make a full report to the 
chairman of the competition committee of 
transgressions thereof, either by promoters, 
contestants or officials. 

Sec. 2. There shall be three judges, whose 
positions shall be on or at the edge of the 
track, two at one end and one at the oppo- 
site end of the tape. The numbers of the 
placed men shall be taken, one by each 
of the three judges respectively. The de- 
cision of the judges as to the order of fin- 
ishing shall be final. Finishes shall be 
determined by the instant of contact of 
the tire of the front wheel with the tape. 

Sec. 3. There shall be three timekeepers, 
whose sole duty it shall be to accurately 
calculate, report and record the elapsed time 
of placed contestants. In the event of 
disagreement of the watches, two agreeing, 
their time shall be official. Should all the 
watches disagree, the middle time shall be 
official. In a time handicap the time shall 
be taken from the start of the scratch 

Sec. 4. It shall be the duty of the starter, 
after he has been advised by the clerk of 
the course that the contestants are ready, 
to ascertain that the timers are ready and 
then give the signal to start by firing a 
pistol. He shall have absolute control of 
the competitors from the time they are 
reported by the clerk of the course until 
the start has taken place. In the event of 
a flying start the starter alone shall have 
the power to decide what is a fair start 
and may use a flag instead of a pistol as 
a signal to the contestants to start, having 
previously warned the timers of his inten- 
tion to do so. 

Sec. 5. The clerk of the course shall be 
provided with the names and numbers of all 
entrants, and for handicap races, with a 
transcript of names and numbers and 
horsepower of the machines to be used by 
them, which it shall be his duty to verify 
after the men are placed on the starting 

marks. It shall be his duty to notify con- 
testants to appear at the starting point in 
time for each event in which they are en- 
tered, and to properly position them on 
their starting marks. 

Sec. 6. There shall be two or more um- 
pires, whose duty it shall be to take posi- 
tions assigned them by the referee, to note 
carefully the progress of the contest, and 
be prepared to report upon claims of unfair 
riding by contestants. 

Sec. 7. No persons other than the officials, 
contestants and one assistant for each con- 
testant shall be allowed upon the track. 
Contestants and attendants must leave thf 
track as soon as the event in which they ar< 
engaged has ended. The stands are for the 
use of the referee and timers. No other 
person shall be permitted therein. 




Section 1. No event of less than 250 
miles shall be recognized as an endurance 
or reliability contest. 

Sec. 2. In all endurance, reliability, regu^ 
larity, economy, non-stop and similar con- 
tests, mufflers must be employed and the 
rate of speed be based on the leg^al limits 
in effect. 

Sec. 3. No change of mounts shall be per- 
mitted in the course of such contests and 
the entire course must be completed by the . 
rider's own engine or muscular effort. 


Section 1. No contestant shall be permit- 
ted to compete who weighs less than 120 
pounds. All who may be of less weight 
must carry sufficient "ballast" to bring them 
to that weight, in order that they may 

Sec. 2. No change of mounts shall be per- 
mitted in the course of such contests. 

Section 1. The competition committee 
may make any ruling unprovided for in 
these rules, and such ruling, when promul- 
gated, shall be considered binding and in 


are never found on " jobbing crocks," or mail order bicycles or anything 
else which tends to injure cycling or the cycle trade. You all know why. 



Worcester, Mass. 



How the Bicyclists were Buncoed. 

A good story is a good story, no matter 
what its origin, and as a matter of fact, the 
question of veracity and the real names 
of the participants seldom comes up for 
consideration in any narrative which is 
really worth telling. Hence the following 
cycling adventure, which is alleged to have 
actually happened by a veracious corres- 
pondent from over the sea, may be taken 
at par value, and it may be allowed that 
it inight have ocurred at any rate: 

"It concerns two Yorkshire cyclists who 
were on an expedition of speed. Charging 
through a zig-zag village not a hundred 
miles from Skipton, they rounded a sudden 
corner, and one dashed into the middle of 
a brass band in full blast. He came into 
collision with a big brass instrument, one 
of those with coils of tubing around the 
player's trunk and the ventilator of an 
ocean liner protruding yawnfully over his 
shoulder. The cyclist was not actually un- 
horse, and discreetly rode off at full speed. 

"Stopping at a wayside well to straighten 
his twisted handle-bar, there overtook them 
a breathless bucolic on a bicycle, who bade 
them return, and pointed out the futility 
of further flight as the police had wired 
forward. Sadly the fugitives returned and 
held parley with the player of the bulged 
bombardon. Two pounds was first sug- 
gested as the probable cost of correcting 
the kinks, but as the cyclists pleaded pov- 

erty the bass brass man offered to settle 

the matter for ten shillings cash down; and 
the cyclist said he would take a day to 
think about it, and gave up his card. It 
happened that the annual athletic sports 
and gala of that village were in progress — 
hence the music. The cyclists, wandering 
in, found a bellman announcing a scratch 
bicycle race 'just about to begin' — five laps 
to the mile, threepence entry fee, late en- 
tries accepted. They competed, and the 
wrecker of brazen instruments came in an 
easy first, the second man being the local 
champion, on whom much money had been 
laid, and who protested that the winner had 
fouled him. He abjectly apologized, how- 
ever, on a threat of legal proceedings for 
slander, and the gatekeeper was instructed 
to hand over ten shillings of his takings to 
the winner as the first prize. 

"To pay this over to the mournful musi- 
cian and get a written discharge from all 
further liability, witnessed by the local po- 
licemen, was a short job, and the cyclists, 
covered with glory and smiling the sweet 
smiles of restitution and absolution, retired 
into private life." 

The following officers have been nom- 
inated for offices in the Carbondale (Pa.) 
Cycling Club and as there is no opposition, 
will probably be elected at the annual meet- 
ing in May: President, Robert McMillan; 
vice-president, Albert H. Crane; secretary, 
Isaac Singer, and treasurer, A. E. Waters. 

Yellow Dog and Gasolene. 

Because a small yellow dog — not the in- 
surance variety, just the common garden 
type of homeless canine — happened to be 
passing, and was offered a drink of gaso- 
lene by a motorcyclist who stopped to re- 
plenish the wheel's tank, a bright scribe for 
a more or less yellow daily, accuses the 
animal of having contracted a gasolene jag 
and starting forth on a rampage on that 
account. "Deceived by the color of the 
liquid, the dog lapped up several mouthfuls 
before realizing the difference, and the 
last seen of the creature it was barking 
down the street like a motorcycle just get- 
ting under way," says the wielder of the 
imaginative pen. The fact remains that the 
animal did run amuck and bite several per- 
sons, but the "accident" is one that only a 
State commission could do justice to in 

Club Jury for Motorcyclists. 

The new Rochester |N. Y.) Motorcycle 
Club has undertaken to lend its assistance 
to the suppression of scorching, open muf- 
flers and like evils. One section of its by- 
laws provides that charges preferred against 
any member of the club of misusing his 
machine so as to endanger the safety of the 
public will be tried by a committee com- 
posed of club members and if found guilty, 
be suspended from membership for at least 
six months. 


Can you point to any other bicycle in your rack, fir. Dealer, excepting 


and tell your customers that it not only pushes with greater ease, but 
_ is the Largest Selling High Grade Bicycle in the U. S. ? 

I Of course you can't. 

There is but one RACYCLE, and it's made by 



HENRY DE RUDDER, General Agent for Holland and Belgium, Gand. 

,E. SANCHEZ RUIZ & CIA., General Agent for Mexico, Pueblo. 

R. SUMI & CO., General Agent for Japan, Osaka. 
F. M. JONES, 1013 Ninth St., Sacramento, Calif., Sole Pacific Coast Representative. 


"Good Old Standbys" 


Toe Clips 

Trouser Guards 

Prices as Interesting as ever. 




The Week's Patents. 

816,990. Sparking Igniter for Gasolene- 
Engines. John C. McLachlan, Toronto, 
Canada. Filed Oct. 31, 1904. Serial No. 

Claim. — 1. In an electric igniter, the com- 
bination with the movable electrode having 
the actuating-arm adapted to have free 
movement in one way, of the sparker-bar 
provided with a contacting end adapted to 
engage with the arm, the crank-wheel suit- 
ably driven and connected to the sparker- 
bar, a supplemental sleeve through which 
the sparker-bar extends provided with a 
guiding-bracket, a bearing-block located in 
the guiding-bracket and provided with an 
upwardly extending stem projecting 
through the top of the same, a spring be- 
tween the bearing block and the upper end 
of the bracket, a pin extending between the 
bearing-block and the sleeve and means for 
supporting the pin as and for the purpose 

817,066. Pneumatic Tire. Sidney Hun- 
ter, St. Louis, Mo. Filed Sept. 21, 1905. 
Serial No. 279,435. 

Claim. — A pneumatic tire comprising an 
inner rubber section, an outer rubber sec- 
tion, and an intermediate section composed 
of an outer metal sheath encircling the in- 
ned section and embracing the outer por- 
tion of its peripheral surface, elastic exten- 
sions secured to the edges of the sheath, 
and suitable lacing for uniting the exten- 
sions and drawing them tightly about the 
inner section, substantially as set forth. 

817,104. Igniter for Internal Combus- 
tion Engines. Arthur R. Curtis, Golden 
Colo. Filed Apr. 10, 1905. Serial No. 

Claim. — 1. In an igniting device for ex- 
plosive or internal-combustion engines, 
the combination of two electrodes, one 
stationary and the other movable, the mov- 
able electrode consisting of a plunger, con- 
nections for passing the electric current 
through the electrodes when they are in 
contact, a weak spring acting on one elec- 
trode to normally senarate the electrodes, 
and an electrode-actuating lever, a second 
spring mounted on the lever and through 
which the latter acts to close the electrodes, 
the last-named spring also acting on the 
lever to effect a separation of the electrodes 
and simultaneously reacting on an electrode 
to hold the two electrodes in contact until 
the instant of separation. 

817,538. Compound Air-Pump. Howard 
Wixon, Chicago, 111. Filed July 1, 1904. 
Serial No. 214,920. 

Claim. — ^1. A compound pump compris- 
ing an outer, low pressure cylinder having 
an internal packing at its end, a high-pres- 
sure cylinder working through said packing 
and having an external piston working in 
said outer cylinder, a piston carried by said 
outer cylinder and working within said 
inner, high-pressure cylinder, said cylin- 
ders being in unobstructed communication 
at a point between said pistons, substan- 
tially as described. 

817,555. Speed Indicator. Robert Hart- 
mann-Kempf, Frankfort-on-the-Main, Ger- 
many, assignor to The Firm of Hartmann 
& Braun A." G., Frankfort-on-the-Main, Ger- 
many. Filed June 27, 1905. Serial No. 

Claim. — 1. In a speed indicator the com- 
bination of a graduated scale, means for 
producing a continuous magnetic field, re- 
sonant bodies of magnetic material situated 
in said field and turned to correspond with 
said scale, and means for displacing the 
lines of force of said field for the pur- 



of cycling and of motoring 

there never was anything 



of which was so 


as that of 


" There's a reason," or rather ^ 
number of them, for such a re- 
markable situation. Our cata- 
logue deals with them. Its free 
for the asking. 


Springfield, Mass. 



15 cents per line of seven words, cash with order. 

T?OR SALE — Marsh Motorcycle 1905, almost 
new, ^110.00. Indian 1905, 1(125.00. Ram- 
bler 1904, new, jSiSO.oo. Rambler 1904, ^125-00. 
Complete stock of Indian and Rambler parts in 
stock. Home trainers to Hire. TIGER CYCLE 
WORKS CO., 782 Eighth Avenue, New York. 

Tj*OR SALE — Indian Motorcycle, 1905 model, 
fine order, ^125.00. Full line parts for Indi- 
ans and Thor type machines, expert repairing, power 
equipped shop. Supplies of all kinds for motorcy- 
SUPPLY HOUSE, 2312 Broadway, New York. 

POR SALE — One 2-cylinder Indian, like new, 
;?25o ; one 1905 Indian with heavy spokes 
^150; Tandam attachment, S 10; Reading Standard 
Racer, like new, JS160; Rambler Motocycle, new, 
<!i5o; Indian Motocycle in good condition, JS125. 
F. A. BAKER & CO., 1080-1082 Bedford Avenue, 
Brooklyn; 20 Warren St., New York. 

"POR SALE— New Columbia Motorcycle, 
i!i5o; Other makes at very low prices. 
Home Trainer, built for racing, strictly accurate, 
8 laps to mile, rigged with electric lights, best 
home trainer, ever built, )fi50. Fine Triplet, like 
new, ^40. PARK CYCLE CO., 47 So. 
Washington Sq., New York City. 

T^OR SALE— 1904 A rmac Motorcycle, first-class 
condition, ^85; 1904 Merkel, new eaamel, 
nickel and tires, Si 10; 1905 Manson, new sprockets 
and chains, iti 25 ; 1904 Indian, just overhauled at 
factory, fi45; 1905 Indian, can ao a mile in 1.20 
or, bitter, $150.; GARDNER ENGINEERING 
CO , 472 Carroll Ave., Chicago, 111. 

\A/^ANTED — Foreman for Bicycle and Auto- 
mobile Chain factory. State experience. 
Permanent position for right party. Address 

UNION Manufacturing & specialty 

CO., 820 Mutual Life Building, Buffalo, N. Y. 

"pOR SA.LE — Indian Motorcycles, 1904 model, 
in good condition, J90; 1905, J130; 1905, 
;iSi5o; can also make immediate deliveries of 1906 
models. Full siock of Indian parts always on 
hand. Expert repair ng. PIEPER & CONNOR, 
1201-1203 Bedford avenue, Brooklyn, N. Y. 

"pOR SALE — Large bicycle, sporting goods, tent 
and glove business in town of 1 2,000 popu- 
lation, where bicycles are ridd n every day m the 
year. ^Finest streets and country roads in the 
world. New modern store, 37.K100 ft., 3 years 
lease. Established 8 yeas, doing 830,000 cash 
business a year. Stock will invoice about, $7,500; 
can reduce quickly. Have Pierce, National, Ariel, 
Hibbard and many other bicycle agencies, also 
Maxwell automobile. A No. r repair shop. Owner 
has o'her interests which need his time and 
attention. Add.ess RIVER-IDE CYCLE AND 
SPORTING GOODS CO., Riverside, California. 


Thor Motor and Parts for Motorcycle and 
Hubs and Parts for Bicycle on application. 





wheels must have the 
best equipments. 

There is nothing that gives more value for 
the money than the use of the 



The only chain having Prictionless 
Rccker Joints. Insist on having the 
Morse Twin Roller Fits regular 

S&nd for Catalogue and 
Trade Price to 

Morse Chain Co., Trumansburg:, n. y. 


Our 1906 line of 
Bicycle Bells is now 
ready. We hav^e 
added several new 
styles, and it will 
pay you to write us 
before placing your 

The Starr Bros. 
Bell Company 

Easihamp en, Conn 

For testing dry cells, use the 

Eldredge Battery Ammeter 

o to 30 Amperes 
Indicates in either direction of current. 
Price S3. 50, delivered. 

Eldredge Electric Mfs:. Co. 

3 Post Office Square. 
Dept M. Springfield. Haas. 






Prices Right. 

O 146 North 4th Street, Philadelphia, Pa. 



Fowler-IUIanson 'Sherman Cycle Mfg. Co., 

45-47 Fulton Street, Chicaso. 

Write for terms. 

valve positioned upon said casing and nor- 
mally closing said outlet, and a primer for 
moving said valve. 

816,889. Flexible Tire. Albert V. Stiche- 
len, Gand, Belgium. Filed Dec. 16, 1904. 
Serial No. 237,118. 

Claim. — 1. A non-inflated tire compris- 
ing a cover, a lining for said cover, resilient 
or spring means for placing said cover un- 
der tension, said lining having annular 
pockets therein and elastically-extensible 
material contained in said pockets and ar- 
ranged to be put under tension by said 
resilient or spring means, 
pose of imparting periodic magnetic im- 
pulses to said resonant bodies. 

817,632. Sprocket Wheel. James M. 
Dodge, Philadelphia, Pa. Filed May 23, 
1898. Serial No. 681,467. 

Claim. — 1. The combination in a sprocket- 
wheel having a series of V-shaped teeth all 
lying in the same plane, with an open-link 
chain arranged to pass around said wheel, 
the teeth of the wheel extending into the 
open links of the chain and the transverse 
members of the chain bearing against the 
teeth, substantially as described. 

817,668. Tire. John C. Raymond, New 
York, N. Y. Filed June 9, 190S. Serial 
No. 264,428. 

Claim. — 1. The combination substantially 
as herein described, of the rim, the rim- 
plate thereon, and provided at one edge 
with an upturned flange and having its op- 
posite edge unobstructed, the base-plate 
adapted to slip over said unobstructed edge 
and having its inner edge unobstructed and 
its outer, edge provided with an upturned 
flange, the tire-frame having threaded open- 
ings for the securing-screws and provided 
at its outer edges with the outwardly-pro- 
jecting inturned flanges for securing the 
cushion, and with the inwardly-projecting 
inturned flanges for engagement with the 
casing-ribs, said tire-frame being also pro- 
vided with the central circumferential web 
having the outwardly-projecting flanges op- 
posing the inwardly-projectirfg flanges at 
the outer edges of said frame, the casing 
provided along its edges with the circum- 
ferential ribs undercut for engagement with 
the outer inturned flanges of the tire-casing, . 
and fitting in the circumferential undercut 
channels formed by said outer inwardly- 
turned flanges and the opposing web-flan- 
ges of the tire-frame, the cushion held to 
and extending around the outer side of the 
tire-frame, the inner tube within the. casing 
and bearing against the outer side of the 
cushion, and the screws passed through 
the rim-plate and tire-plate and connected 
with the tire-frame, substantially and for 
the purposes set forth. 



121 Chambers Stregt, NEW YORK 




Send for 1906 Catalogue- 
THE KELSEY CO., Buffalo, N. Y. 

The Bicycling World 


Volume UII. 

New York, U. S. A., Saturday, April 28, 1906 

No. 5 


Leaves Coaster Brakes to Take up new In- 
terests—Means Enlargement of Reliance. 

A. P. Morrow, the man responsible for 
the famous coaster brake that bears his 
name, has severed his connection with the 
producers of it, the Eclipse Machine Co., 
Elmira, N. Y. He has resigned the office 
of superintendent, which he held since the 
company was organized, and is "going 
into" the manufacture of motorcycles. 

For some time he has been deeply in- 
terested in this growing department of the 
industry, and becoming impressed with its 
future he has invested considerable capital 
in the Reliance Motorcycle Company which 
shortly is to be removed from Addison, 
N. Y., to Elmira, where it will be estab- 
lished in a much larger factory and where 
the business will be conducted on a much 
more extensive scale than heretofore. It is 
Mr. Morrow's intention to devote his per- 
sonal attention to the Reliance interests. 

He only recently returned from a tour 
of Europe in the Eclipse interests, which is 
understood to, have had to do with coaster 
brake patents. It is said that he so fully 
accomplished the object of his mission that 
he feels free to retire from the old com- 
pany and take up with the newer one. 

Although a Morrow is thus lost to the 
Eclipse Machine Co., a Morrow still re- 
mains to supervise and direct the production 
of the well-known coaster brake. He is 
J. E. Morrow, the son' of his father, who 
has been appointed acting superintendent. 
He has been in the employ of the company 
for many years, of late practically as his 
father's first lieutenant. He, therefore, 
"knows his book" and is also bringing s 
deal of vigor to his enlarged responsibilities. 

It goes without saying that the Morrow 
coaster brake will be kept up to the high- 
est possible standard, and that there will be 
no let up in the prosecution of either its 
production or sale. 

Makers' Meeting of Great Importance. 

The^ meeting of the Cycle Manufacturers 
Association in Buffalo, on Tuesday next. 

May 2d, is not unlikely to mark a turning 
point in the trade. Not only is it probable 
that there will be some understanding 
reached respecting the equipment of the 
different models of both agency bicycles 
and the jobbing goods, but the list of job- 
bers is likely to be considerably unheaved 
More than this, however, the joint com- 
mittee of the C. M. A. and the Cycle Parts 
and Accessories Association, which has to 
do with the vital matter of publicity, will 
render its report. ' Since the previous meet- 
ing, the committee has canvassed the entire 
manufacturing trade and the absolute 
pledges of support in real dollars and cents 
that it has received is such as to no longer 
leave room for doubt that there will be 
"something doing" of interest and assistance 
to all concerned with bicycles. 

Solar Locates its Eastern Factory. 
R. H. Welles, treasurer of the Badger 
Brass Mfg. Co., Kenosha, Wis., who has 
been in New York for the past ten days 
seeking a desirable location for the Solar 
lamp plant, which the company has decided 
to establish in the East, has achieved that 
object. He has completed the lease of 
large quarters in the David Williams build- 
ing. Eleventh avenue, near Thirty-seventh 
street, New York, which will be at once 
equipped for the intended purpose. 

Rhode Says i^eading's all Right. 

Neff H. I'.ode, who, for fourteen years, 
has been engaged in the retail cycle busi- 
ness in Reading, Pa., is quoted as saying 
that this spring has been the best one for 
a long term of years. On Saturday last 
he sold 14 bicycles and already has disposed 
of more women's machines than during all 
of last season, while in the Rhode repair 
department four men are being kept con- 
stantly busy. 

Foyer to Make Bicycles arid Go-Carts. 

The Foyer Mfg. Co., Sturgis, Mich., is 
the style of a new concern that has been 
incorporated to manufacture bicycles and 
go-carts. The company has an authorized 
capital stock of $150,000, of which amount' 
$100,000 has been subscribed, $1,393.92 being 
paid in cash and $98,606.08 in property. 


Fire Obliterated Cycle_ Trade, but Fresh 
Stocks are Being Ordered. 

Although ten days have elapsed since San 
Francisco practically fell a prey to earth- 
quake and fire,- comparatively few of those 
who have cycle trade connections in the 
unfortunate cityhavevreceived advices save 
of the most meagre natui \ 

As the Bicycling World) of last week 
stated, as nearly all of the cycling estab- 
lishments were located in the district which 
felt the first heavy yuake, and over which 
the flames first swept, there is small pros- 
pect that any of them escaped obliteration. -^ 
However, the first definite intimation to 
that effect reached the East on Tuesday 
last. It came in the form of the following 
telegram from J. T. Leavitt & Co.: 

"Completely destroyed. Have fortjj 
thousand dollars to the good, but cannot 
get at it. Will you consign carload of 

The reply was characteristic of the sym- 
pathy that has gone out to the stricken city 
ever since the blow fell: 

"You can have all you want. Send speci- 

The Persons Mfg. Co. is one other of the 
few that have heard from their San Fran- 
cisco representatives, Bryte, Coates & 
Campbell. The latter's advices came in the 
shape of a letter and states that not only 
was their loss complete, but. adds that all . 
other jobbers in San Francisco were also 
wiped out. Their letter, however, evinces 
the same resolution as that disclosed by 
Leavitr & Company's telegram. They wrote 
that they had opened temporary quarters in 
Oakland and expected to be doing business 
in San Francisco on Monday next, and 
urged, therefore, that a full line of sample 
saddles, catalogues, electrotypes, etc., be 
immediately shipped by express. 

Further evidence of the spirit of the 
people of the Pacific Coast reached the 
Persons Mfg. Co. in the form of an order 
from a large house in Sacramento. Three 
days before the earthquake the Sacramento 
merchants had sent their order for Per- 
sons's goods through Bryte, Coates & 



Campbell. Assuming that the disaster would 
delay its fulfillment, they, the day after the 
shock, re-ordered direct from the Worcester 
factory, the new order calling for a much 
larger shipment than the one originally for- 
warded through the San Francisco firm. 

Among other things received by the Per- 
sons Mfg. Co., from San Francisco, was a 
letter from J. W. Leavitt & Co., postmarked 
exactly 13 minutes before the time of the 
quake. It seems likely that the latter was 
in transit in the mail wagon somewhere 
between the postoffice and the railway sta-" 
tion when the catastrophe occurred. 
- The George N. Pierce Co. and F. M. 
Jones, the Racycle's Pacific Coast distribu- 
tor, were among the few fortunates. Their 
branches were located in Oakland, across 
the bay, and therefore escaped injury. 

Of the tire makers who maintained 
branches in San Francisco, the Hartford 
Rubber Works. Co., G & J Tire Co., B. F. 
Goodrich Co. and Morgan & Wright have 
been heard from. All convey the same 
story — the depots and their stocks were 
totally destroyed. All, however, report that 
they have opened temporary quarters and 
have requested that stocks of goods be 
rushed to them. 


Simple Contrivance that Renders it Possible 
— How to Make and use it. 

Racycle Lands Police Order. 

Following its successful bid for the equip- 
ment of the Cincinnati Cleaning Depart- 
ment with bicycles, the Miami Cycle & Mfg. 
Co. has placed another plume in its cap. 
Through its local representative, the Castle 
Bicycle Company, it was last week awarded 
the contract for the equipment of the At- 
lanta (Ga.) police squad. The contract car- 
ries with it an immediate order for forty- 
five $50 Racycles, and a prospective order 
for six more. 

Wants New York Dealers to Organize. 

Frank B. Widmayer, the well known New 
York dealer, is endeavoring to interest the 
retail dealers of Greater New York in the 
organization of a Dealers' Association. 

Widmayer thinks that there are many 
matters of mutual interest that such an or- 
ganization might be made to serve, the 
items of a uniform repair schedule, uniform 
closing hours and mutual agreement and 
protection • generally being among the ob- 
jects in view. 

The Retail Record. 

Reading, Pa. — Robert DeHart, removed 
to 941 Penn street. 

Duluth, Minn. — F. M. Smith, succeeded 
by Smith & Campbell. 

Waterville, Me. — J. M. Blanchard, new 
store at 151 Main street. 

Dexter, Me.— W. E. Haseltine, admitted 
Olin Warren to partnership; new style, 
Warren & Haseltine. 

Not infrequently there comes into the 
rider's mind a horrible suspicion that the 
front forks of his machine are not as true 
as they might be, as a result of which, he is 
apt to strain his eyes in sighting them up 
from various points of view, or waste a 
certain amount of valuable time in taking 
the mount to the nearest repair shop to 
have them tested. As a matter of fact, 
however, b}' the use of a comparatively sim- 
ple contrivance which he can himself build 
with little or no trouble, he can make an 
accurate test at any time by simply strip- 
ping down the fork. And not simply that, 
but he can himself set matters right, with- 

"The A B C of Electricity" will aid you 
in understanding many things about motors 
that may now seem hard of understanding. 
Price, 50c. The Motor World Publishing 
Co., 154 Nassau Street, New York City. * * 

out the exercise of any particular degree of 
skill, and without the use of special or ex- 
pensive tools. 

The device shown in the accompanying 
sketch may be made up according to the 
following specifications by anyone having 
a bit of the carpenter's instinct about him, 
and once made, will last indefinitely, and 
do good service. It consists, as will be 
seen, of a piece of hard wood. A, of 1J4 
inch square section, and about 29 inches 
long, to which are fastened by means of 
screws three shorter pieces at right angles. 
B, the longest of these, should be not over 
^4 of an inch in thickness, 3 inches wide, 
and about 10 inches long. Into it is let 
a scale which is divided into inches and 
fractions, for convenience. This may be a 
section of an old ruler, or a metal rule, set 
in a slot which' has been rabbeted out to make 
a tight fit. The piece D, is ^ by 2 inches, 
and not over 6 inches long, a piece of sheet 
iron, E, 6 inches or so in length, being 
screwed to it at the outer end so that its 
edge will be at right angles to D, and will 
project slightly beyond it. F is J4 by 54 
inch in section, and carries at a point some 
6 inches from A, a second piece of sheet 
iron, G, screwed to its edge. 

In order to test a fork for truth, it should 
be placed in this testing rack with its neck 
resting against the plates E and G, and the 
ends resting on the sliding scale in B. Then 
the scale should be moved, one way or the 
other, until the sides are an equal distance 
from the centre line. The fork should then 
be inverted, and the position of the ends on 
the scale noted as before. If they register 
as on the first trial, it is safe to say that 

they are perfectly true, but if they do not, 
one or both of them should be sprung unt'l 
they register at a point half way between 
the old and new marks. Afterwards, they 
should be reversed again, and tried as be- 
fore, slightly sprung, if necessary, and the 
process repeated until they are perfectly 
correct in their setting. While testing them, 
the crown should rest firmly against the 
plate E, and it should be noted that the 
ends themselves are at right angles to the 
scale. If they are not, they may be twisted 
with a wrench until they come into the 
correct position. 

By using a contrivance of this description 
whenever the machine is apart, and trying 
the forks whenever there is the least sus- 
picion that all is not as it should be with 
them, it will be possible not simply to cor- 
rect any unimportant springing which may 
occur as the result of a spill, but to discover 
in time any weakness which if not brought 
to light in proper season might result in 
disaster to the rider. 

Protecting the Inner Tube. 

It did not take the professional tire re- 
pairer long to see the fallacy of attempting 
to put a bandage around the shoe of a 
damaged tire, in order to run home on it, 
and two or three years ago when the mar- 
ket first began to be flooded with tire ban- 
dages, and "first aid to the injured" 
appliances of various types intended to be 
laced around the wound, one of the frater- 
nity pointed out to a customer the reason 

"If the cut happens to be a bad one and 
these things are only designed to take care 
of bad cuts in the shoe," he said, "there is 
nothing to prevent the inner tube from 
bulging up into the cut and being twisted by 
the bandage, no matter how tightly it hap- 
pens to be laced on. If those things were 
only made to be put around the inner tube, 
there would be no trouble for the tube could 
not blow through the hole at all." 

It has remained for the British Palmer 
Tire Co. to take advantage of this piece 
of sage advice, though late in the day, by 
bringing out the Palmer "air tube protec- 
tor" which is nothing more or less than 
the old time tire bandage designed to be 
used on the inner tube instead of the shoe. 
The latter having suffered a bad cut which 
would otherwise permit the air tube to 
bulge out through the hole and make it im- 
possible to drive on the tire, one of these 
protectors is slipped over either the re- 
paired inner tube or a spare, immediately 
under the cut, and as it is made of strong 
fabric, it will effectually prevent any ten- 
dency to bulge at the usual riding pressure. 
The protectors cover the tube for about 12 
inches and as the pressure holds them 
tightly in place there is no necessity for 
cementing them on, so that the same one 
may be used a number of times. The mak- 
ers claim that the tire can be ridden 200 to 
300 miles, if necessary, before making a 
permanent repair. 




Instructive Example Set by Western Dealer 
— Publicity of the Proper Sort. 

Aggressiveness, as well as progressive- 
ness, is the secret of prosperity in the carry- 
ing out of any retail business enterprise. 
■ The dealer must have what the people 
want, in order to sell to them, but he must 
also go out after them if he expects to do 
business in a telling way, and go hard and 
fast and persistently. Especially is this 
true of the bicycle business to-day, and 
more than ever before is it true that the 
man who has the will, and the taste to put 
behind it, can earn a just and well merited 
reward for his efforts. When it comes to a 
question of method, it is generally con- 
ceded that a system of circularization and 
"following up," properly attended to, will 
invariably have the desired effect. Unfor- 
tunately, however, many a man is at a loss 
to know how to state his cause when it 
comes to the time for action. 

A striking example of the effective way 
in which this can be done, however, as well 
as an illustration of the wealth of material 
which may be drawn upon in choosing the 
subject matter, is found in some of the 
printed matter wrhich has been worked out 
by Dealer Weber, of Sioux Falls, South 
Dakota, who carries an extensive line of 
cycles in connection with his sales and re- 
pair business there. 

"A few reasons why you should ride a 
bicycle," is the way one of his circulars is 
headed, and the reasons, which follow, are 
couched in racy, convincing terms, which 
cannot fail to set the reader thinking, no 
matter what may have been his previouf 
attitude toward the bicycle. He says: 

"The first and strongest reason is for 
your health. It is impossible to enjoy good 
health unless you have plenty of exercise, 
and exercise in the open air is a great deal 
better than indoor exercise. You can't live 
five minutes without air, this shows the im- 
portance of air; increase your breathing 
capacity and you increase your health. 

"The bicycle gives you out-door exercise 
and it increases your breathing capacity. 
This no sensible person denies, therefore it 
increases your health. Now, although all 
agree on the value of fresh air, some people 
do not think exercise necessary, but it is a 
fact that you cannot develop your muscles 
or your brain unless you exercise them. 

"The bicycle is economical and useful. It 
saves time. You can live in the suburb and 
save rent. 

"Bicycle riding for pleasure is coming 
back into popular favor again, and no won- 
der, for what else will take you away from 
the dusty, dirty city, out where the air is 
pure, where you can get the sweet odor 
from the fields, away from the every day 
humdrum life, to a change of scene, as 

cheaply and with as healthful results as the 

"You can get more pleasure and comfort 
out of a bicycle to-day than you could out 
of the bicycle years ago. The bicycle of 
to-day is made for comfort, it runs easier 
and costs less than the old bicycle did. Al- 
though the good old bicycle days, when- 
people rode centuries for pleasure are past, 
nature with her green fields and shady 
nooks, with the trees in bloom and odor 
laden air is still calling for you to come 
back to her." ^^ 

But it is not enough, simply to show that 
riding is healthful and pleasant and benefi- 
cial, and meritorious in many ways. The 
reader's attention, once attracted to the 
subject, must be lead to some definite con- 
clusion. Along with the stimulated interest 
and the newly awakened desire to ride, 
must come a bit of wisdom as to the method 
of choice, and as much sage and pointed 
advice as can wisely be infused into the 
thing without spoiling its effect. Thus, 
Weber's "follow-up," which also is appli- 
cable to those who ride, or at least own 
wheels already, is introduced by the inno- 
cent and attractive heading, "The Outside 
and Inside." 

"The outside is the first thing you see 
when looking at a bicycle," it says. "The 
outside of a cheap and a good bicycle ap- 
pears greatly the same. It's the good qual- 
ity of material and workmanship under the 
enamel that counts; this is what makes 
your wheel run easy and wear long. 

"But what do you think of the most when 
buying a wheel — is it price, the looks, or the 
quality of workmanship and reputation of 
the manufacturer who makes the wheel? 

"In every part that goes into the wheel 
there is a difference in cost of from 25 to 
100 per cent.; and that is the reason we have 
$1S to $60 bicycles. You know that you can 
buy a SO cent watch chain and one for $5, 
and that you don't expect the 50 cent chain 
to look or wear as well as the $5 chain. You 
can buy tobacco at 15 cents and $1 a pound 
but the quality of the tobacco is not the 
same. You can buy umbrellas at 50 cents 
and at $2 each, but although the shape and 
number of parts are the same, there is a 
big difference in quality and workmanship. 
"The balls, cones and cups, sprockets, 
chain and tires are what make your wheel 
run easy or hard. The quality in a bicycle 
is mostly a matter of wear. It's the work- 
manship in turning the balls, cups and 
cones exactly a true circle, and in having 
the cups exactly parallel to each other, in 
having the sprockets cut exactly right, and 
in having the rear sprocket right in line 
with the front sprocket; all of this is what 
makes the cost of the high priced wheel 
and just what the cheap wheel lacks. 

"A week's riding on any good high-grada 
wheel will convince you of the above facts. 
"To further prove the wonderful differ- 
ence that a smooth surface and a perfect 
circle make, I will cite a case of an auto- 
mobile manufacturer who had a certain 
size motor and who, by having special ma- 

chinery made so he could turn out a more 
perfect circle and a smoother surface in- 
creased the horsepower of his motor from 
15 horsepower to 39 horsepower, without 
enlarging the motor; this is history. There- 
fore I suggest, buy the best bicycle you can 
afford to buy, and don't think that some- 
one can sell you a $30 bicycle for $15. 
Bicycles bring about what they are worth. 
If the $15 bicycle is worth $30, it would not 
be sold for $15. Your common sense will 
tell you that this is true." 

These circulars are adapted to reach such 
people as may be considered in the light of 
possible customers, but they can by no 
means be expected to reach all who might 
be benefitted by their instruction. The open 
advertisement, on poster, here comes in for 
its share in the work. Most posters are 
given over largely to display, but this par- 
ticular one contains quite as much meat as 
do the two circulars. It is headed, "The 
place to go," which is followed by the ad- 
vice, "Don't fail to read the paragraph 
marked No. 4." Paragraph No. 4 says: 

"Why not get your little boy of girl that 
bicycle he or she is longing for. It will 
give him or her a physical development 
that will be hard to estimate in dollars and 

"What the little folks most need up to 
about 10 years of age is a lot of exercise 
and little study, if you would give them a 
body that will be of use to them in after 

"The reason that it's generally the 
brightest in the family that die young is 
that they are naturally inclined to study, 
because they have too much brain for their 
body, and they study when they ought 
to be out playing and exercising to develop 
the body." 

Over against this, under the bold caption, 
"Bicycles," stands a good argument for the 
machine in rational, consistent use. The 
makes of wheel for which he is agent are 
listed, and the following bit of wisdom if 

"The high gear has done more to hurt 
wheeling than anything else. Ride a low 
gear — there is a reason, 

"To enjoy good health one should have 
plenty of exercise in the open air, for which 
purpose the bicycle stands supreme," 

There is plenty of display about the 
poster, but not so much that the pith of the 
subject matter is lost sight of. The thing 
is striking, and makes even the casual 
reader remember what is said, and it closes 
with a pointed statement of the "Weber 
Way" of doing business, which is: "Not to 
misrepresent goods: to always do as he 
agrees; to help the bicycle rider all he can; 
to sell honest goods at honest prices; to 
please his customers if he possibly can." 
Which is a very good way of doing business 
of any kind. 

"It matters not so much what you do as 
how you do it. If you see another suc- 
ceeding better than yourself watch him 
closely and see how he does it." 



it finds the fame of 


more secure than ever. 

National Bicycles have always been appreciated by the dealer or rider who knew what 
a really good bicycle ought to be and who were familiar with the splendid record 
of the National on road and track, and year after year. 

"A National Rider is Proud of his flount," is an oM adage." 

It's still trite and true. If not familiar with our latest 

models, we'll gladly inform you regarding them. 

If we are not represented in your locality we will be glad to hear from YOU. 

NATIONAL CYCLE MFQ. CO., = Bay City, Mich. 


and 45 per cent. Saving in Tire flaintenance ofWelerreuable 

Flsk Bicycle or Motorcycle Tires 

Like all Fisk products, they have a Quality and a Construction that is 
exclusive — real merit — through and through — that makes their distinct su- 
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THE FISK RUBBER CO., Chicopee Falls, Mass. 





^nd;^#rOCYCLE REVIEW^^®* 

Published Every Saturday by 


154 Nassau Street, 


Subscription, Per Annum (Postage Paid) $2.00 

Single Copies (Postage Paid) ... 10 Cents 

Foreign Subscription $3.00 

Invariably in Advance. 

Postage Stamps will be accepted in payment for 
subscriptions, but not for advertisements. Cheeks. 
Drafts and Money Orders should be made payable to 

Entered as second-class matter at the New York, 
N. Y., Post Office, September, 1900. 

General Agents: The American News Co., New 
York City, and its branches. 

jtfChange of advertisements is not guaranteed 
unless copy therefor is in hand on MONDAY pre- 
ceding the date of publication. 

g:^Members of the trade are invited and are at 
all times welcome to make our office their head- 
quarters while in New York; our facilities and 
information will be at their command. 

To Facilitate Matters Our Patrons Should 
Address us at P. O. Box 649. 

New York, April 28, 1906. 

Effects of San Francisco's Woe. 

What will be the effect of the San Fran- 
cisco disaster upon the general business of 
the country is now not unnaturally a matter 
of no little discussion and considerable 
speculation. While in certain lines of in- 
dustry — the building trades in particular — 
the good results are easy to foresee, there 
are those who maintain that the drain on 
the banks of the tens of milL'ons of insur- 
ance money that must be paid out will be 
felt in a more or less uncomfortable manner 
even in the East. 

However this may be, the eftect of the 
calamity on the cycling trade is an item 
chiefly of unsatisfactory conjecture. The 
spirit displayed by the disabled wholesalers 
who have already ordered fresh stocks of 
bicycles and bicycle goods is an inspiring 
token, but as their patronage is not re- 
stricted to San Francisco, or the immediate 
country that suffered damage, it hardly 
constitutes a peg around which argument 
properly may revolve. 

The extent of the losses sustained by the 
bicycle retailers is not yet known, and 
whether or no the catastrophe will make 
for their betterment or otherwise remains 

to be seen. Argument can be advanced in 
support of either point. 

The bicycle may be construed to be a 
luxury, and in the upbuilding of the city it 
follows that luxuries must be foregone. 
From this viewpoint, the cycle trade will 
suffer. If, however, street car lines have 
been seriously crippled and the crippling 
will exist for any length of time, the 
bicycle will become a necessity; and with 
the great influx of artisans of moderate in- 
come it follows that they must be quickly 
attracted to such an economical and con- 
venient means of locomotion, and that the 
bicycle business will prosper in such pro- 
portions as it has not prospered in recent 

It goes without saying that the bicycle 
trade will hop§/f(Sr'-the existence of the lat- 
ter state of affairs, but be that as it may the 
situation will 'afford ritt'eresting conjecture 
to say the least/ '[>. ^ 'Jsi \ 

Protecting the Motor Bicwle. 

If experience is still ,th'e/h,est teaeE)erjl'lhe 
manufacturers and dealel^^u; m ott^vcles 
should be able to profit handsomely by the 
knowledge gained in the production and 
sale of bicycles. There were errors of omis- 
sion and commission a-plenty made in the 
latter department, and the avoiding of them 
is a subject which should seriously interest 
those concerned with the povi^er-driven ma- 

There is no longer gainsaying that the 
interest and demand for motorcycles is 
emphatically and observably upward. They 
appear to be at last on the verge of their 
long postponed popularity; and it is at such 
periods that those who are given to making 
hay while the sun shines, and do not care 
with what implements they turn the hay, 
are attracted to the fields on which the sun 
shines most brightly. 

There is not lacking evidence that this 
class — those who deal with jobbing crocks, 
mail order machines and such questionable 
wares, and who do business on the principle 
that "there's a sucker born every minute" — 
are viewing the motor bicycle with favor- 
able eyes. There are those of them who, as 
usual, desiring to pose as manufacturers, 
have sought to have their nameplates placed 
on motorcycles. It is not known that they 
have succeeded in attaining this end, but 
now is the time to guard against it. The 
day that jobbing motorcycles, or mail order 
motorcycles, make their appearance will 
be the beginning of an uncomfortable period 
for the new branch of the industry. Those 

who are concerned in its health should 
make it their business to seek to circumvent 
and subdue the evil while it is betraying 
its first symptoms. It is a work in which 
the Cycle Manufacturers' Association might 
profitably enlist itself. 

What Dealers Might Do. 

The suggestion of a New York retailer 
that the time is ripe for dealers to get to- 
gether again and agree on certain policies 
of interest to all should not be permitted to 
go to waste. Now that they are no longer 
so numerous that they are next door rivals, 
and that each usually has a well defined 
sphere of patronage, the getting -together 
and the holding together should be much 
easier than was once the case. Their inter- 
ests are common interests, and now that 
motorcycles are attaining prominence, the 
matter of mutual protection, and the regu- 
lation of hours during which stores shall 
be kept open, should be easy of agreement, 
while the adoption of a repair schedule — 
once as a very popular pastime — is now far 
more practicable and would serve more 
purposes than formerly. 

There are, indeed, other respects in which 
dealers in all parts of the country might 
profitably help the whole business by help- 
ing themselves, and at minimum cost. For 
instance, they might easily combine and 
engage one or two men to placard the dead 
walls or suburban fences with ready-made 
signs which are stenciled on the crate of 
practically every bicycle they receive. The 
cost would be a comparative trifle and well 
worth the effort. 

If they would only appreciate the fact, 
one of the chief ailments that is the matter 
with business is that people are given small 
opportunity to see or hear anything about 
bicycles. If the word "Bicycles," coupled 
with whatever name, stares at them from 
many walls, or trees, or fences, they cannot 
help seeing; and seeing begets thinking; 
and thinking begets business. 

This is merely one of the very many 
things that could be done by dealers' asso- 
ciations and that would serve the interests 
of every member. But no association will 
be formed and nothing will be done unless 
some one dealer, or two or three dealers, 
issue the call for the meeting that is neces- 
sary to bring about discussion and effect an 
organization of any sort. That is the first 
step that should be taken. 

"There is one right way of doing a thing; 
and fifty-seven varieties of wrong ways." 




Discovery of a Stolen Bicycle Leads to 
Amazing Disclosures in San Jose. 

San Jose, Cal., like most other American 
cities, is afflicted with that particular brand 
of shady tradesmen, who, basking under 
the innocent guise of the so-called "stor- 
age," or second-hand business, offers for 
sale bicycles at prices whiclr are question- 
ably low, considering the values sometimes 
offered, and always carries in stock a most 
wonderful assortment of machines, the 
acquirement qf which, considering the pres- 
ent demand for them, and the rather string- 
ent methods used by other dealers in taking 
up such stock, is nothing short of marvel- 
ous. Unlike New York, however, San Jose 
has been some time "getting wise" to the 
game, and for many moons, San Joseans 
have gone on trustingly purchasing almost 
new mounts at prodigiously low rates and 
pinned their faith to the blandishments of 
one or the other of two dealers, of the 
above mentioned ilk who dealt in such mar- 
velous "bargains," for the benefit of their 
fellow men. 

When, on the morning of April 9, how- 
ever. Dr. Kenneth C. Park, discovered a 
bicycle which had been stolen from him 
some little time previously standing in a 
rack in front of the Ryland building, he de- 
termined to wait for its alleged owner and 
see what manner of man it might be. After 
he had been waiting for some time, J. Gold- 
win Richards, a young business college 
student, came out of the building and 
started to ride away. He was detained by 
Dr. Park, to whom he explained that this 
was his wheel beyond a doubt. He had 
bought it some weeks before, and it had 
been stolen from him, but, on seeing it 
standing in front of the same building later 
on, he had felt free to appropriate it as 
being rightfully his own. The two paid a 
visit to police headquarters, and together 
with a detective they hunted up the dealer 
from whom the wheeel had been purchased 
the second time and learned that he had got 
it of a lad who said he was leaving town. 
Him, the enterprising dealer had paid the 
sum of $1. 

Then San Jose woke up. Several other 
cases of a similar nature were unearthed, 
and with the aid of a daily paper, it was 
learned that this dealer and another were 
in the habit of buying machines from street 
urchins at rates varying from 50 cents to $2, 
in each case, scrupulously taking a bill of 
sale from the youngsters. In one instance, 
the dealer in question had bought two dif- 
ferent machines, one a man's, the other a 
ladies' mount from the same lad, a twelve- 
year-old, who had in each case signed a 
release written out for him by the dealer 

Other local dealers were well aware of 

the state of things, it developed, but were 
unable to gain conclusive evidence, and con- 
sequently had been imable to prosecute the 
offenders. For their own protection, they 
had made it a practice not to receive wheels 
unless in direct trade, or in certain cases, 
from persons who were known to them 

When cornered, the scoundrelly dealers 
assumed an injured air and proclaimed 
vehemently their right to purchase ma- 
chines at any price whatsoever, and to sell 
them again at whatever rate they could 
command. They invariably took in vouch- 
ers of the bill-of-sale order, which, as the 
lads they virtually employed usually signed 
with fictitious names, were veritable forg- 
eries. In this way, they were covering 
themselves, and at the same time placing a 
premium upon the double crime committed 
at their instigation by boys, many of 
them too young to understand the gravity 
of the offense. 

A law exists which requires all transfers 
of second-hand machines to be reported to 
the police, but it. seems that this had been 
continually disregarded by the dealers, 
whether with or without the connivance of 
the police, remains to be proved. Needless 
to say, however, since its awakening, San 
Jose is buying its bicycles with greater dis- 
cretion than formerly, and the second-hand 
market has experienced an overwhelming 


England Scores at Olympic Games. 

As America is not represented in the cycle 
races which form a part of the classic 
Olympic games now being held at Athens, 
Greece, which are occupying the attention 
of the athletic world, English riders are, 
perhaps, getting more prizes than they 
otherwise would have secured. The first 
of the bicycle races was held on Wednes- 
day of this week in the Stadium. The 20- 
kilometer race (12J4 miles) was won by 
W. J. Pitt, of the Putney A. C. of Eng- 
land, in 29 minutes, which is much slower 
than the time usually made by American 
amateurs. The cable does not tell who fin- 
ished second. The five-kilometer race was 
captured by Verri, of Italy, H. Crowther 
of England, finishing second. The time was 
not given. 

Vailsburg to Open To-morrow. 

Cycle racing for the season will be ush- 
ered in at the famous, but dilapidated, old 
Vailsburg board track to-morrow afternoon, 
Sunday, April 28th. Although Charles B. 
Bliemecke will manage the meets as here- 
tofore, the sanctions will be made out in 
the name of the Bay View Wheelmen, of 
Newark, for diplomatic reasons. The Bay 
Views have been assured that the police 
will not interfere with the game, and Sun- 
day race meets are promised for the season. 
To-morrow the card will comprise a quar- 
ter-mile novice, one mile open and five mile 
handicap for amateurs and two events for 

April 29 — Newark, N. J. — Opening Vails- 
burg board track; racing every Sunday 

May 6 — Brooklyn, N.Y. — Brooklyn Motor- 
cycle Club's open century run, Brooklyn to 
Patchogue and return. 

May 6 — ^Jamaica, L. I. — Edgecombe 
Wheelmen's ten-mile road race on Hoffman 
boulevard; closed. 

May 6— Camden, N. J. — Atlantic Wheel- 
men's sixty-mile road race to Atlantic City; 

May 13— Valley Stream, L. I.— Roy 
Wheelmen's ten-mile handicap road race; 

May 20 — Valley Stream, L. I. — Century 
Road Club Association's fifteen mile handi- 
cap road race; open. 

May 30.— Detroit, Mich.— Detroit Wheel- 
men's annual twenty-five-mile handicap road 
race on Belle Island; open. 

May 30— Washington Park, N. J.— Bicycle 
race meet; open. 

May 30— Chicago, 111.— Chicago Motor- 
cycle Club's race meet. 

May 30 — Spokane, Wash. — Spokane Ama- 
teur Athletic Club, track and road races. 

May 30— Newark, N. J.— Eighteenth an- 
nual Irvington-Milburn twenty-five-mile 
handicap road race; open. 

May 30— Salt Lake City, Utah.— Opening 
race meet Salt Palace saucer, and annual 
twenty-five-mile road race. 

May 30— Atlantic City, N. J.— Atlantic 
Wheelmen's twenty-five mile road race on 
Pleasantville-May's Landing course; open. 

May 30— Grand Rapids, Mich.— Grand 
Rapids Bicycle Club's fifteen-mile handicap 
road race; open. 

May 30— Chicago, 111.— Century Road 
Club Association's annual twenty-five-mile 
handicap road race; open. 

May 30— New York City.— New York 
Motorcycle Club's annual hill-climbing con- 
test; open. 

May 30 — Newark, N. J. — Vailsburg board 
track meet. 

June 10 — Valley Stream, R. I. — Roy 
Wheelmen's fifteen-mile handicap road race; 

June 17 — Valley Stream, L. I. — Century 
Road Club of America's twenty-five-mile 
handicap road race; open. 

July 4 — Milwaukee, Wisconsin — Milwau- 
kee Motorcycle Club's race meet. 

July 4 — Atlanta, Ga. — Track meet at Pied- 
mont Park. 

July 4 — Valley Stream, L. I. — Century 
Road Club Association's twenty-five mile 
Long Island derby. 

July 8 — Valley Stream, L. I. — Century 
Road Club of .America's ten-mile road race. 

July 8— Valley Stream, L. I. — Roy 
Wheelmen's twenty-mile handicap race; 

Big Crowd Attends Motorcyclists^ Opening Event* 




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Substantial evidence of the increased and 
increasing interest in motorcycling was 
presented by the New York Motorcycle 
Club's century run on Sunday last, 22nd 
inst. The number of entrants, sixty, was 
just about double the number that entered 
last year's event, and although the skies 
threatened rain, 49 of them started. Among 

the machines ridden were five two-cylinder 
Curtisses, one Belgian four-cylinder motor 
bicycle and two Indian tricars, one occupied 
by Mr. and Mrs. E. W. Goodwin, the other 
by T. K. Hastings and a much tickled 
youngster. Both finished within the time 
limits. In all, there were 38 of the starters 
who completed the distance from Bedford 

Rest, Brooklyn, to Patchogue arid return, 
exactly 116 miles, within the prescribed 
limits, not less than six hours, nor more 
than eight hours. At least three different 
men are said to have finished first, but as 
the participants variously started on the 
return journey from one second to one hour 
apart "first" really means nothing. 

Florida Program that Went Awry. 

Instead of the elaborate program of 
bicycle and motorcycle "championships" 
-that was scheduled for the first day of the 
Atlantic-Pablo, Fla., beach carnival, it ap- 
pears that there were not enough entries to 
occupy a whole day, so Monday, April 19th, 
was devoted to an aeroplane ascension and 
the bicycle and motor events, of which 
there were just three were spread over the 
following two days. 

On Tuesday, just one starter, J. D. Han- 
non, appeared for the one mile "State 
bicycle championship," so it was run at 
the same. time as the one mile handicap for 
motorcycles. Hannon, who rode a Racycle 
geared to 112, was given 35 seconds start 
and it was announced that he covered the 
mile stretch of sand in 1 minute 59 seconds, 
J. P. Covert, who bestrode a 2j4 horse- 
power Indian tricar, was given 10 seconds 
handicap over A. Barber, 2^ horsepower 
Columbia, and Altjen, 1^ Indian. Covert 
was never headed, but Barber and Altjen 
fought neck and neck the entire distance, 
the former winning out. The time was not 

On the following afternoon, a one mile 
handicap in heats was run. C. T. Ander- 
son, of Jacksonville, rode a 3 horsepower 
machine of his own construction and in the 

first heat was given 10 seconds. He won 
the heat in runaway fashion so the officials 
moved him back to scratch in the second 
heat, but even this did not hinder the Jack- 
sonvillain and he won the second heat also. 
The time for the first heat was 2 minutes 
and of the second. 1 minute 56j^ seconds. 
J. P. Covert, 2j4 horsepower Indian 
(scratch) finished second in the first heat 
and Barber 1J4 horsepower^ Indian (0:20) 
was 'third. In the second heat this order 
was reversed, Barber beating Covert. Both 
were on the 20 second mark while Anderson 
started scratch in the second heat. 

Adee Goes Abroad for Annual Tour. 

Second Assistant Secretary of State A. A. 
Adee, the most consistent cyclist of all the 
Washington officialdom, has lost none of 
his consistency. For years Mr. Adee has 
made his annual vacation take the form of 
a tour a-wheel abroad and this year is no 
exception. He sailed from New York on 
Wednesday last, accompanied by his fav- 
orite steed, of course, and after landing at 
Cherbourg will tour about 2,400 miles in 
France and Germany, Mr. Adee will be 
accompanied a part of the distance by Con- 
sul and Mrs. Trackera of Berlin, who toured 
with him last year. 

Motor Bicycles Assist San Francisco. 

Among the auxiliaries which have played 
and are playing a part in assisting stricken 
San Francisco, the motor bicycle has been 
important enough to be mentioned in the 
dispatches. In an official report sent by 
the local manager of the Postal Telegraph 
Company last Saturday, in which he re- 
ported the establishment of temporary offi- 
ces in various localities, he stated that for 
the delivery of the messages he had secured 
the services of several motor bicyclists, and 
that he hoped thereby to greatly facilitate 
the work. The importance of this service can 
readily be appreciated when it is considered 
that all car lines were at a standstill, and 
that every vehicle capable of transporting 
goods was being pressed into service. 

What De Finney will Try to do. 
An ambitious motorcyclist, C. C. de Fin- 
ney by name, is about to undertake the self- 
imposed mission of beating the "world's 
longest road record ever accomplished on 
any vehicle." De Finney will attempt to 
cover 100 miles daily for 365 days, to estab- 
lish 36,500 miles. This rider's pedigree is 
not given, but it is stated that he "has set 
up some sensational performances both in 
America (sic) and on the continent." 




Both Long Markers and Scratch Men Pro- 
vide Close Finishes — Goodrich in Front. 

Aubrey Goodrich, riding with a handicap 
of six minutes, won the IS-mile handicap 
road race at Brockton, Mass., on Thursday, 
of last week, 19th inst. Goodrich finislied 
just one second before Merton Sawtell, and 
Leslie Lewis, of Worcester, crossed the 
tape third, one second behind Sawtelle. 
Both these last named men were also" with 
the six-minute division. Goodrich's time 
was 42 minutes 43 seconds which, consider- 
ing the dust, wind and early season, was 
very good. 

With a field of only sixteen starters, 
many imagined that the contest would be 
extremely uninteresting, but the contrary 
was the case, and a well fought race re- 
sulted in which the long markers gave the 
fast bunch on the honor mark all the work 
they wanted and a little more. 

Goodrich, Sawtelle and Lewis were three 
of a quartette sent off the limit. William 
Hyatt was the fourth, but he was shaken 
off the first lap. Charles Kelson, from 2^4 
minutes, made a great gain on the first lap, 
pulling away from his bunch and finishing 
the lap seventh in order. Borden, Brack- 
avelt, Panacy, Conant and Small, all middle 
mark starters, split up early in the race. 
The result was that each man was left to 
shift for himself and the scratch men closed 
up on them, while the long markers ran 
away in front. On the first lap, the scratch 
men, Wyatt, Bussey, Farrell, Helander and 
Londergan, cut down eighteen seconds of 
the limit men's lead. Ralph Wyatt and 
Charles Helander came together on the last 
leg of the second lap, and both fell. That 
was the place they and the other scratch 
men lost sight of each other. 

At tlie start of the last lap the limit men 
were going well. Goodrich, Sawtelle and 
Lewis fought everj' inch of the way down 
the straight stretch of road and they fin- 
ished in the order named. It was not long 
after the finish of this trio and a few of the 
middle distance men who straggled in later, 
that four riders could be seen coming down 
the road kicking up a cloud of dust. One 
hundred yards from the finish Bussey, who 
was leading, unwound his sprint, and flashed 
over the tape a winner bj^ a length; Farrell, 
the other scratch man with Bussey, fol- 
lowed by Londergan and Brakevelt, finished 
next, a few inches only separating them. 
Wyatt and Helander a little way back 
crossed the tape in a fine finish. The judges 
declared that they tied, but many of the 
spectators were of the opinion that Helan- 
der had a shade the better of it. Both riders 
had a narrow escape from collision with a 
wagon at the finish and there was danger 
of another collision when Wyatt met Lon- 

dergan after the race and accused the Wor- 
cester rider of spilling him and Helander. 
The summary: 

Handicap. Time. 
Pos. Rider. M. S. M. S. 

1— Goodrich, Brockton 6:00 42:43 

2— Sawtelle, Brockton 6:00 42:44 

3— Lewis, Worcester 6:00 42:45 

4— Kelson, Brockton 2:30 42:12 

5— Conant, Brockton 3:00 42:47 

6— Small, Brockton 3:00 42:48 

7— Panacy, Brockton 2:30 43:15 

8 — Bussey, Brockton scratch 41 :14 

9 — Farrell Worcester scratch 41:15 

10 — Londergan, Worcester scratch 41:16 

11— Brakevelt, Lawrence 2:00 43:18 

12— Borden, Brockton 2:30 43:53 

13— Helander, Brockton . . . scratch 41 :30 

14— Wyatt, E. B wter scratch 41 :30 

Time prize winners — Bussey (scratch), 
first, 41:14; Farrell (scratch), second, 41:15; 
Londergan (scratch), third, 41:16. 


Hot Work and Big Consolation Race Ends 
Buffalo Season in the Armory. 

Camden-Atlantic City Race on May 6. 

Efforts of the Stroud, Century and Atlan- 
tic Wheelmen, of respectively Philadelphia, 
Pa., Camden, and Atlantic City, N. J., to 
renew the once-famous Camden-Atlantic 
City record run, met with such success last 
year that it has been decided to make it an 
annual affair as it once was. The date for 
this year's contest has been set for Sunday, 
May 6. In 1905 the race was held in October, 
and it was thought that the lateness of the 
season and the fact that races in the metro- 
politan district were in full sway, militated 
against its succes as viewed from a stand- 
point of entries, as there was only twenty- 
six starters. For that reason it has been 
decided to hold the race earlier this year. 

The limit men, who will receive the usual 
two hours' allowance, will be started from 
City Hall, Haddon avenue, Camden, at 7:30 
a. m. sharp and the course will be over the 
White Horse pike, Waterford road, Egg 
Harbor road, Absecon-Pleasantville boule- 
vard to Atlantic City. The distance is 
exactly 60 miles. If it rains on May 6 the 
race will be postponed one week. 

As usual, the prize list will be an attract- 
ive one, calculated to draw entries from 
New York and Northern New Jersey. A 
Reading Standard heads the list of place 
prizes and negotiations are under way for 
several other well known makes of bicycles. 
The usual assortment of tires, saddles, 
coaster brakes, watches, cyclometers, lamps 
etc., make up the other prizesc. Entries 
close with W. R. Stroud, 324 North Broad 
street, Philadelphia, Pa., May 3. 

These officers were elected at the annual 
meeting of the T. P. & W. Railway Bicycle 
Club, of Peoria, 111., at the annual meeting 
of the organization, held last week: Presi- 
dent, R. S. Hay; vice-president, F. W. 
Crane; secretary, Elmer Juelg; treasurer, 
Charles Turner; firse lieutenant, A. Benson; 
second lieutenant, E. F. Stock; color bearer, 
W. E. Robinson; directors, F. C. Misner, 
P. Sherry, C. D. Bass and W. W. Carroll. 

With the completion of the three bicycle 
races that formed by far the most interest- 
ing part of the program at the 74th Regi- 
ment games in that armory at Buffalo, N. 
Y., last Saturday night, 21st inst., the indoor 
bicycle racing season closed for the sea- 
son. The races were exciting throughout 
— for that matter, armory races always are. 

Probably the best race of the evening was 
the two mile lap with four trial heats, two 
to qualify in each for the final. Edward 
Delling, of the Standard Wheeling Club, 
was the first to cross the tape in the first 
heat, followed by J. Gittere of the Ariels 
The time was 4:28?^. In the second heat 
R. S. Lewis and J. M. Tanner fought for 
the honors, the former beating his opponent 
by a narrow margin. Time, 4:44^/^. H. S. 
Sykes and R. J. Hoover qualified in the next 
heat and Fred Schudt and Charles Mc- 
Cracken were the first pair across the tape 
in the fourth heat. The time for the third 
heat was i:46i/i and of the . fourth, 4:47. 
The last lap of the final heat developed a 
pretty sprint between Delling and Schudt 
for first place. The riders kept neck and 
neck for the greater part of the distance, 
when Schudt gave an extra dig in his pedals 
and crossed the line half a wheel ahead. 
Schudt won the race with 72 points and 
Delling was second with 46. J. M. Tanner 
finished third. He had 32 points. The time 
of the final heat was 4:45^^. 

Long markers had everything their own 
way in the one mile handicap, not one 
scratch man being able to qualify. The 
final heat went to J. B. Devine with 70 
yards, with D. Hitchcock (75 yards) second 
and Joseph Barbach (90 yards), third. The 
time was 2:13^^. 

After this a half mile consolation was run, 
with four heats, the first two riders in each 
heat qualifying for the final. A. Fischer 
and John Newland won the first heat in 1 
minute 8 seconds and James Dick and Joe 
Barbach were qualifants in the second heat. 
Time, 1:08.^. In the third heat C. J. Smith 
and G. Keiper quelified and R. Souter and 
J. Schneider finished first and second, re- 
spectively, in the fourth. The final heat 
was captured by Dick after a long and 
pretty sprint for which he was heartily ap- 
plauded. A. Fischer finished second and R. 
Souter, third. The time for the final heat 
was 1:10. The summaries: 

Two mile lap, final heat — Won by Fred 
Schudt (72 points); Ed. Delling (46 points), 
second; J. M. Tanner .(32 points), third 
Time, 4:45^. 

One mile handicap, final heat — Won by 
J. B. Devine (70 yards); D. Hitchcock (75 
yards), second; J. Barbach (90 yards), third. 
Time, 2:134f 

Half mile consolation, final heat — Won by 
James Dick; A. Fischer, second; R. Souter, 
third. Time, 1:105/^. 




It Required Five Heats to Decide Title — 
Won. by an Eyelash. 

Watson J. Kluczek, of East Orange, N. J., 
is champion of the Roy Wheelmen of New 
York City for 1906. He won the title last 
Sunday, 22d inst., in one of the prettiest 
and closest finishes that has been witnessed 
in a road race for years. The race was held 
on Long Island, the start and finish being 
at Valley Stream, the riders turning at Lyn- 
brook, making a distance of five miles. The 
composition of the riders in the final heat 
was made up by those who qualified in 
trial heats at one mile. 

Eight riders contested the first heat. The 
start was made from the railroad crossing, 
the riders finishing at West's hotel. A pretty, 
sprint developed at the tape, Watson J. 
Kluczek winning out by a narrow margin 
from August Huron. Herbert Williams 
was a close third. It was quite a surprise 
to everybody that Marcel Dupuis, the young 
Frenchman, who has been giving a good ac- 
count of himself on the home trainer, 
should fail to qualify. Charles Ncrent beat 
out George Gunzer for first place in the sec- 
ond heat, and Charles Jacobs finished third. 
Henri Larcheveque, Dupuis's close friend, 
won the third heat, Emil Wildemnth being 
a close second and John Wilkins third. 
Battiste Soubie won the final heat from 
Maurice Stuyck, Frank L. Valiant coming 
across the tape third. 

With the exception of Soubie, who had 
a sprained wrist, and Valiant, who was 
tired, these riders lined up for the final heat 
at five miles. The ten riders started off 
with a rush and they had not gone far be- 
fore Kluczek tried to run away from the 
bunch, but the bunch was not sleeping, so 
he dropped back into file again. At the 
turning point at Lynbrook not one had met 
with misfortune, Nerent heading the pro- 
cession with Kluczek bringing up the 
rear. Soon after leaving Lynbrook, Kluc- 
zek, aided by Wilkins, again attempted to 
steal a march on the others, but after gain- 
ing about twenty-five yards was compelled 
to fall back once more. 

Half a mile down the road it could be 
seen they were going fast. They were all 
bunched. The sprint started from the top 
of the hill and when the riders had reached 
a point twenty yards from the tape Gunzer 
was leading Kluczek by about half a wheel, 
but as they flashed over the tape the Or- 
angeman was ahead by less than three 
inches. Many of the spectators thought it 
a tie, but three of the judges declared that 
Kluczek beat Gunzer, while the fourth judge 
was undecided. Charles Nerent, a well- 
known road rider, finished only three inches 
behind Gunzer, and about the same distance 
separated Jacobs, Larcheveque and Wil- 
liams who crossed the tape in this order. 
It was a beautiful finish and the remaining 
men could have been covered with a blan- 

ket. The time was IS minutes 48}i seconds. 
Each of the first four men to finish are 
21 years of age. Kluczek began riding in 
1903 and has been a good finisher in many 
track races. He rode a Roy wheel geared 
to 91, and fitted with French track tires. 
Gunzer began riding late last year; in fact, 
this was his second race, but he looks like 
a good one. He rode a machine geared to 
96, fitted with Palmer tires. Nerent, who 
finished third, is a- familiar prize winner in 
road races, always starting from scratch. 
He was astride a Reading Standard, with 


Give First Track Meet in Years — Tean' 
Race one of the Features. 

92-inch gear, and shod with Palmer tires. 
Jacobs is one of the crack indoor riders of 
New York. He rode a Columbia with 
Palmer tires. Larcheveque and Williams 
are newcomers, particularly the latter. Wil- 
liams is a slender lad and deserves consid- 
erable credit for finishing so well. The 

Trial heats at one mile — First heat won 
by W. J. Kluczek; August Huron, second; 
Herbert Williams, third. Second heat won 
by Charles Nerent; George Gunzer, sec- 
ond; Charles Jacobs, third. Third heat won 
by Henri Larchveque; Emil Wildemuth, 
second; John Wilkins, third. Fourth heat 
won by Battiste Soubie; Maurice Stuyck, 
second; Frank L. Valiant, third. 

Final heat at five miles — Won by Watson 
J. Kluczek, time lS:48f^; second, George 
Gunzer, 15:48^; third, Charles Nerent_. 
15:485^; fourth, Charles Jacobs, 15:49; fifth, 
Henri Larcheveque, 15:49j^; sixth, Herbert 
Williams, 15:49^. 

Success crowned the efforts of the newly 
formed Northeast Wheelmen's Racing 
Association, which was formed at Frank 
ford, Philadelphia, some time ago, to stim- 
ulate interest in bicycle racing in that pari 
of the Quaker City. As a rule, the Friends 
are popularly supposed to move only when 
the spirit moves them, and then perambu- 
late with that peculiar Philadelphia feeling, 
the kind that makes one want to keep step 
with the B. & O. Railroad. However true 
this may be, either the spirit or something 
else made the descendants of William Penn 
flock to the Kensington Driving Park track 
at Frankford, on Saturday last, 21st inst. 
to witness the first race meet of the associa 

The first event was a one mile handicap 
and twenty riders started from their mark.s. 
By undeniably hard plugging J. Farber and 
Dan Trotter, on the ten-yard mark and 
scratch, respectively, succeeded in cutting 
down the long handicap of the limit men 
and crossed the tape first and second in 
that order. Michael Logue (50 yards), was 
third, and Thomas Cook, away out on 225 
yards — although this was not the limit- 
finished fourth. W. L. Allender, from the 
2S-yard mark, scrambled in for fifth prize. 
The time was 2 minutes 54 seconds. 

About the same riders started in the five 
mile handicap. It was won by Michael 
Logue, a middle-marker with 1 minute 30 
seconds handicap. Gordon A. Williams 
with 4 minutes, was a close second. The 
scratch men, Dan Cullen and Dan Trotter, 
had a hard time, but managed to figure in 
the prizes. Trotter romped across the tape 
for eighth place, while his co-marker got 
ninth. The time was 15 minutes 54 seconds. 
As the Atlantic City men failed to appear 
the inter-team pursuit race was contested 
between the Stroud Wheelmen's second 
team and the Frankford team. It was un- 
limited and the Strouds overhauled their 
opponents after riding eight and one-third 
miles. The time was 26:13. 

One mile handicap — Won by J. Farber 
(10 yards) ; Daniel Trotter (scratch) sec- 
ond; Michael Logue (50 yards), third; 
Thomas Cook (225 yards), fourth; W. L. 
Allender (25 yards), fifth. Time, 2:54?^. 

File mile handicap — Won by Michael 
Logue (1:30); Gordon A. Williams (3:00), 
second; Henry Samans (4:30), third; Thos. 
P. Cook (4:30), fourth; Charles Lafferty 
(5:00), fifth; S. D. Woolston (1:00), sixth; 
J. Farber (0:30), seventh; Daniel Trotter 
(scratch), eighth; Dan Cullen (scratch), 
ninth; S. Wood (1:30), tenth. Time, 15:54. 

Inter-club pursuit race, unlimited — won 
by Stroud Wheelmen's team (M. Logue and 
J. Farber); Frankford te'm. (D. J. Cullen 
and Gordon Williams), second. Distance, 
8]/^ miles. Time, 26:13. 




Too Common Failing of Motorists when 
Carburetters are not at Fault. 

"Make it a rule never to suspect or tam- 
per with the carburetter, valves or com- 
pression until you are absolutely certain 
that the ignition is in working order," says 
an old motorist, whose machine is on 
the go morning, noon and night and fre- 
quently after midnight, so that his advice 
should carry some weight."In my experience, 
which extends over two years steady going, 
and years with me mean 365 days, not pleas- 
ant summer weather alone, I have found 
that fully 90 per cent, of my troubles have 
been traceable to the ignition, and by this 
I do not refer to the ignition system only 
for there are many things which affect it 
indirectly. For instance, not long ago my 
machine developed a very annoying miss, 
which meant a loss of power suificient to 
hamper me a great deal. The machine had to 
be nursed and coaxed over every little rise 
which under ordinary circumstances would 
not affect it in the slightest, and muffler 
explosions would occur every now and 
again — with startling regularity, one might 

"If I had taken the piece of advice I have 
just given you, I would have discovered the 
trouble several days sooner and not suffered 
anything like the delay to which I was put 
by the machine being practically out of com- 
mission, for the engine could not be depended 
upon to turn over a dozen times without a 
miss. But the first thing I attributed it to 
was the carburetter, and over the carburet- 
ter I fussed unceasingly, taking it down and 
putting it up again without the slightest 
result, adjusting it a hundred times in the 
course of an hour without the faintest glim- 
mer of hope, although the spasmodic man- 
ner in which the engine would at times pick 
up and run finely often encouraged me to 
think the defect had been remedied only to 
have despair sink deeper than ever upon 
trying it under load. There's no question in 
my mind that it was one of the most ex- 
asperating things that I have come across, 
but once I had cured it, it did not take me 
long to see what a great amount of time I 
had wasted in fooling with the carburetter. 

"Of course, I did not confine my atten- 
tion to that altogether; I took turns in 
testing the coil, batteries and plug, even re- 
placing the latter with no permanent bene- 
fit, until finally an examination of the points 
revealed the cause. The whole engine was 
simply flooded with oil and although the 
plug is seated in a pocket in the upper side 
of the cylinder the oil was splashing on it 
continuously, thus effectively insulating the 
plugs. Running for half an hour or more 
without feeding any oil promptly showed 
that the ignition was at the bottom of it as 
usual. The system itself was not at fault. 

but other causes had contributed to prevent 
its working, which amounted to the same 
thing, for all the engine needed to perform 
its work regularly was the spark. Take my 
advice and look to the ignition first, last 
and all the time — it is soon enough to worry 
about the carburetter or something else 
when you have made sure that the spark is 
taking place when and where it is most 
needed and the best coil, batteries and 
timer ever invented are not much good if 
the plug is choked up, whether it is soot 
or oil." 


Spring Number 







Will beat date 

MAY 5th. 

As tisttat, this issue will 




all the leading bicycles, motorcycles and 
sundries, and will contain a wealth of 
other illustrations and matter of the sort 





If there is anyone in your community whom you 
would like to charge or recharge with cycling 
interest and enthusiasm send us their names and 

Two Classes are Provided for and Com- 
petitors' Weight Limit is Fixed. 

In the New York iVIotorcycle Club's an- 
nual hill climbing contest, which, as usual, 
will take place on May 30th, the promoters 
have gone the F. A. M. weight limit IS 
pounds better, and to be eligible to com- 
pete entrants must either weigh 135 pounds 
or carry sufficient "ballast" to attain that 
weight. This was decided by unanimous 
vote of the club at its meeting on Thurs- 
day night. 

The F. A. M. rule, which was adopted be- 
cause of the participation of a number of 
featherweight small boys, requires that 
no competotor shall weigh less than 120 

The New York contest will, as formerly, 
occur on Fort George Hill, a nine per cent. 
Belgian block grade in the upper part of the 
city. Two classes will be provided for — 
one for catalogued touring machines equip- 
ped with mufflers, and not e.xceeding three 
horsepower; the other, a free for all, for 
machines not exceeding five horsepower 
without restrictions of any other sort. 

In addition, there will be run on the same 
day, open to New York Motorcycle Club 
members only, what may be termed a slow 
climb. The prize will be awarded to the 
participant who makes the ascent in the 
slowest time without stoppage of engine, 
the assistance of pedalling being permitted. 
A. J. Bendix, 800 Third avenue, will have 
charge of the entries. 

Shellac for Roadside Repairs. 

Comparatively few operators recognized 
the great value of shellac in its application 
to roadside repairs. But when it is con- 
sidered that it is simply and easily applied, 
dries almost instantly, is water-proof, oil- 
proof, and a non-conductor of electricity, 
its utility is at once apparent. For instance, 
when a leaky gasolene connection is to be 
closed up in short order, simply to wind it 
tightly with adhesive tape and then run 
over it a light coating of shellac is often 
sufficient to check the flow for some little 
time. Similarly, all temporary repairs to 
the ignition system should be protected 
with a solution of the gum, and even in 
straits, it may be used to close a leak in a 
carburetter float after it has been thor- 
oughly dried by a gentle heat. 

Irvington-Millburn is Sanctioned. 

Sanctions for the Irvington-Millburn 
road race on Decoration Day have been re- 
ceived from the municipalities along the 
course. This was given on condition that 
the Bay Wheelmen police the course while 
the race was being run. As usual, the start 
will be made from the Hilton woods, at 
10:30 a. m. A motorcycle heads the list 
of place prizes and an upright piano will be 
awarded to the rider making the fastest 




How Catalogues and Circulars Serve their 
Purposes — Value of the Right Kind. 

Although it is undeniably the most re- 
grettably true that the immediate fate of a 
very large percentage of the personal liter- 
ature sent by a business house is an in- 
glorious resting place in the waste basket 
of its recipient, or even in the gutter, and 
that of the remaining percentage, which is 
treated with a somewhat greater measure 
of respect, a considerable portion re- 
ceives but the most casual of passing 
glances, still the importance of this method 
of advancing the cause of the manufacturer 
or dealer is by no means to be minimized. 
For even as the seed which the sower casts 
forth with careless hand falls, sometimes 
by the wayside, sometimes on barren soil, 
and sometimes on the good ground, and 
brings forth its fruit accordingly, even so 
the result of a circularizing campaign never 
can be foretold. And though frequently 
enough, it is rewarded with little apparent 
return, still, it is often productive of a 
goodly result, and always, it fosters a cum- 
ulative benefit which is only to be measured 
in terms that vague condition tritely known 
as "general prosperity." 

Yet despite the amount of indifference 
with which the average victim of the cir- 
cularizing habit, as he considers himself, 
fortifys himself against it, the inevitable 
result of the circular is first of all, to sug- 
gest to him the subject which it is intended 
to introduce. This he cannot avoid, no mat- 
ter how ably he strives against it. Thus, if 
the enclosure be an attractive brochure 
from a bicycle manufacturer, even though 
the receiver be quite devoid of interest in 
cycling matters, and throws it away after 
a passing glance of scorn, that glance has 
been sufficient to telegraph the idea 
"bicycle," to his brain, and leave its imprint 
indeliably stamped there. So that even 
though it makes no apparent impression at 
the time, it will recur unavoidably to him 
the next time he sees a wheel on the road, 
or even hears the word spoken. He will 
remember that he had his attention called 
to the matter on such a day, and in such 
and such a way. Thus, the mere receipt of 
one of these little messengers serves the 
purpose of an involentary suggestion of th-; 
idea. But that is by no means all that it is 
intended to do. 

Its first purpose is, in fact, more readily 
accomplished than its second, which is to 
direct this induced line of thought into a 
specific channel which shall lead unswerv- 
ingly to a comprehension of the intrinsic 
value of the advertiser's wares. And there 
lies the difficulty. For though it is an easy 
matter to attract the attention, even to hold 
it for a time, it is far more difficult to de- 
velop it to a point where it will result in a 
conclusion which shall be beneficial to its 

The whole root of the matter lies in pre- 

paring the subject in such an attractive and 
pleasing manner that to peruse it will re- 
quire little conscious effort, and so that its 
argument shall be logically and almost un- 
wittingly followed to the desired end. Catch 
phrases, novelty in idea and presentaion; 
decorative and illustrative matter, both pic- 
torial and written; and appeals to the senses 
of beauty and humor; all have the respect- 
ive values when properly blended. Yet to 
prepare the print in such shape that it will 
serve its purpose, will not be repulsive 
because of its "cheapness" of appearance; 
so that it will be worth reading, and once 
read will adapt itself to the mental condi- 
tion of the greatest possible number of 
readers with the desired result, is a problem 
difficult in itself, and daily growing more 
and more difficult as history is gradually 
closing up the avenues of shere novelty. 

It is, however, a problem which is worthy 
of a deal of careful study and thought. It 
is the delicate fly which is spread over the 
baited hook, the arrangement and appear- 
ance of which carries more weight in mak- 
ing the catch than does the method of mak- 
ing the cast, or even the most superlative 
display of skill in wielding the landing net. 
Old catalogues, and musty letters, are of 
no avail, time-worn jokes and illustrations 
are of less value. Nothing but novelty, and 
the display of exclusive details can be made 
to count in this the basis of the salesman's 
argument, which, frequently enough, is the 
turning point of a considerable volume of 

Will Seek Stolen Wheels. 

Up in Winnipeg, Manitoba, where the use 
of the cycle path is much in vogue, the 
municipal commission which has charge of 
the bicycle roadways about the city's en- 
virons has also undertaken the task of 
locating stolen wheels during the past year 
or two, with a considerable measure of suc- 
cess. This bit of altruism, however, has not 
served to increase the receipts of the com- 
mission for license tags, and as a measure 
likely to increase interest in that all-im- 
portant essential to the carrying on of the 
cycle-path system, the commission has this 
year decided not to attempt to locate miss- 
ing machines unless their quandam owners 
have already purchased a tag. In conse- 
quence, it is said that the influx of tag 
money is much greater than ever before at 
this time. 

To Repair New York Sidepaths. 

In Rome, N. Y., the sidepath commission 
has already begun work on the repair of 
the cycle paths in anticipation of the riding 
season which is fast coming on. Superin- 
tendent Israel Denio, reports that in many 
places the paths are in poor condition 
owing, not simply to the effects of the win- 
ter's frost, but to the fact that drivers have 
been using the smooth surfaces in prefer- 
ence to the less attractive highways. As 
heretofore, however, the law providing 
against this practice will be carried out to 

the letter, as well as that which pertains to 
the use of the paths by unlicensed wheel- 
men. About $700 of last year's funds were 
left over, and this sum, together with the 
influx from the new tags, will, it is thought, 
prove ample for the necessary outlay in 
repairing the tracks. 

Weintz Wins Two Races Indoors. 

Louis J. Weintz, of the New York Ath- 
letic Club and the Twenty-second Regiment 
Athletic Association, is now the one and 
two mile champion bicycle rider of the Mil- 
itary Athletic League. He won this title 
last night at the championship games that 
are in progress at Madison Square Garden. 
Weintz won the final heat of the one mile 
handicap, after a fast sprint against Charles 
Nerent, the fast member of the 71st Regi- 
ment and the Roy Wheelmen, who finished 
third in the championship road race of the 
latter organization at Valley Stream, L. I., 
last Sunday. Weintz had a handicap of 30 
yards and Nerent was placed on the 60 yard 
mark. Fred W. Wanner, of the Twenty- 
third Regiment, on the same mark with 
Weintz, finished third. The time was 3 
minutes 4j^ seconds. 

In the two mile open the crack rider of 
the N. Y. A. C. scored another victory, beat- 
ing out Adams of the Twenty-second Regi- 
ment by a narrow margin. George C. Came- 
ron, the old standby of the Eighth Regi 
ment, finished third. Time, 6:514^. 

New Jerseymen Lead New Yorkers Home. 

J. T. Halligan, of the New Jersey divi- 
sion of the Century Road Club of America, 
won the race home from Hicksville to Val- 
ley Stream, L. I., last Sunday, 22d inst., 
held in conjunction with the century run of 
that organization. The distance is 22 miles 
and Halligan finished first in 1 hour 5 min- 
utes. B. Hill, also of the New Jersey divi- 
sion, finished second, but was protested for 
accepting pace from a motorcycle. Walter 
Rawleigh, of the Park Circle Club, was 

Eifler Brothers Again in Front. 

Joseph M. Eifler, of the Century Road 
Club Association, won the seven mile han- 
dicap road race on the Merrick Road from 
Freeport to Valley Stream, L. I., Sunday 
last, which formed a part of a pleasure run 
held by the association. Eifler rode from 
scratch and covered the distance in 19 min- 
utes. F. W. Eifler, also on scratch, finished 
second, two-fifths of a second later. George 
Gunz, with 2 minutes handicap, was third, 
and D. Steinhauser, with 2:30 handicap, was 

France's Big Race Next Month. 

France's sixteenth annual Bordeaux-Paris 
road race will this year be held on the 12th 
and 13th of next month. This is France's 
most important professional road race of 
the year for which a first prize of $500 is 
hung up. Ten cash prizes are awarded, 
ranging from this amount to $20. 









And today's the day to set about 
obtaining: the pleasures. The Morrow 
could not have so long held the pre= 
mier position if it were not pos= 
sessed of surpassing* merit. 





What has Hurt it — Corrective Measures 
that Hold Instruction for America. 

According to advices from Australia the 
sport of cycle racing seems destined to 
meet with the same reverses there that have 
occurred in other countries. 

At its best, bicycle racing in the Anti- 
podes always has been much on the hippo- 
drome order. Large prizes, too large in 
fact, resulting in unlawful combinations 
among the riders, have been the only means 
of drawing the enormous crowds that al- 
ways attend the race meets. While in this 
country bicycle racing is free frorii the 
odoriferous stench of the betting ring and 
its "bookies," it has been a characteristic 
feature of cycle racing in that country. 
Without the bookmakers, foreign cracks, 
and big purses, it amounts to little. 

Heretofore the promoters have been in 
the habit of paying large bonuses to visiting 
riders and hanging up large purses for com- 
petition. This year, however, they planned 
to give the racing game a good washing 
down — although it must be admitted that 
they thought it would result in more money 
for them — by cutting down the race meet 
purses and giving the racing men who draw 
the crowds to the tracks, practically no ap- 
pearance money at all. How it has suc- 
ceeded is best shown by the following edi- 
torial from the League of Victoria Wheel- 
men's Official Gazette, which gives a veiled 
suggestion of the condition of the sport 
in Australia, and suggests a remedy for 
faults now existing. 

"The condition of the sport at the present 
time may be regarded as somewhat critical,'' 
it says, "more so than it has been within 
the knowledge of those intimately con- 
nected with it for a score of years or more. 
Without actually going into the matter as 
to what is the cause of it, save to bear 
in mind what has or has not been product- 
ive of good, or bad, either, we should con- 
sider in what way its attractiveness may be 
regained. One thing, however, is very cer- 
tain. The public have become very keen 
judges of what is good sport, . and, while 
they may not make any outward sign that 
this or that race, or program, or meeting.- 
afforded indifferent sport, their protest is 
registered in the meagre attendance at sub- 
sequent meetings. 

"The deduction to be made from this 
seems to be that the oflficials of the gov- 
erning body — men of long experience in 
cycle racing, through attending scores of 
meetings and watching closely the racing 
and the demeanor, and varying density of 
■ the spectators — should have some say purely 
in the interests of the sport as to what kind 
of racing shall be presented to the expect- 
ant public. The individual sports promoter 
is only concerned in his own venture, and 
save for the little time before, and all the 
time of his meeting, does not interest him- 

self deeply in the sport; it is not expected 
of him. It therefore devolves upon the gov- 
erning body to closely supervise the class 
and quality of the racing to be submitted. 
"Of late years it has dawned upon some 
promoters that the racing men, or some 
of them, are essential to the conduct of 
a cycle 'race meeting, but the acknowledg- 
ment has yet to be made, that, if such a 
meeting is to be held, a certain number of 
riders is absolutely necessary. But whether 
it be admitted or not, the fact remains, and 
it is a phase of the matter that has never 
yet been thought of, much less considered 
and understood. Without going into the 
personnel of the races, we may consider 
the respective classes. In a broad sense, all 
those riders constituting the first class are 







Morgan x Wright 



practically indispensable— that is, if the pro- 
moter, as a showman, is a man of business. 
Sentiment or personal feeling should not, 
must not obtrude. The public always wants 
the best for their money. If they do not 
get it in cycle racing, they will patronize 
something else. And they do. 

"Are the racers of the first class fairly 
dealt with? Do they afford us the best 
racing in their power? Are they so placed 
that they can make it worth their while to 
race honestly? If these questions can be 
answered in the affirmative, there should 
be nothing wrong with the sport. With the 
large majority of these men, if not the 
whole of them, it is a matter of £ s. d. 
They may, and no doubt have a great liking 
for the sport, but they must earn, win 
enough to sustain themselves. If they can- 
not do this legitimately, they still must do 
it. They are out for the money just as much 
as the promoter, and in view of this, a 
better feeling might well exist between the 
two. The second class riders are also neces- 
sary to a certain extent, as are those in the 
third and fourth classes. 

"A change from the stereotyped program 

which has been placed before the public for 
years and years is most advisable. Long 
strings of indecisive heats and semi-finals 
are strangling the sport. Being a profes- 
sional sport, and an expensive one to follow, 
especially for the best class of riders, the 
cash has the first place, and the sport the 
second. The best man, therefore, should 
have the best money, in order to keep them 
at their best, and to induce riders of the 
remaining classes to qualify themselves to 
share in it. Up till now we have been offer- 
ing big inducements for the riders to be- 
come second, third and even fourth class 
racers. There are greater attractions in 
the way of money to be won by securing 
as liberal a handicap as is possible. This 
is where the check should be applied. If 
there were not rich prizes for handicaps, if 
the money were more equitably distributed, 
if there were some special reward for the 
men to improve themselves and to demon- 
strate their quality, there would not be that 
hunger for a long mark, that desire to pose 
as an indifferent rider, in the hope of 
snatching up a rich prize at a convenient 
time. It is this practice, and the encourage- 
ment of it that has undermined the sport, 
and which now threatens to fall. We have 
just had proof that the big handicap prize 
draws no longer. It has outlived its useful- 
ness in that direction. The public want 
good, clean, and fast racing, irrespective of 
prize money." 

Floridian's Objection to Motorcycles. 

There is a certain resident of Jackson- 
ville, Florida, whose peace of mind has been 
disturbed because his neighbors who own 
motorcycles persist in cleaning and testing 
them in their back yards on Sundays, when 
the aforesaid "resident" is trying to take an 
afternoon snooze. He has written a pathetic 
plea to his home paper, as follows: 

"I want to say just a few words in regard 
to these motorcycles our neighbors have, 
and whom seem to take so much pleasure in 
trying to wake up the dead with them two 
or three times a week, and especially on 
Sunday. Of course, they need fixing; but 
why don't the owners of these motorcycles 
take them out in the woods near Panama or 
Phoenix Park or some place where, as I 
said before, they won't wake up the dead. 
I have been a resident of Jacksonville for 
nearly two years, and I have my first Sun- 
day afternoon nap to get yet. It does seem 
like on Sunday a man might be allowed a 
little rest, after a week of hard work and 
listening to noises of every kind; but, in- 
stead of that about 2 o'clock every Sunday 
afternoon his neighbor starts up one of the 
most terrifying, screeching, puffing, blowing 
noises with that motorcycle of his, and 
keeps it up until pitch dark. If he only 
knew the reason his neighbors left home at 
1 o'clock every Sunday afternoon, was to 
get away from that horrible noise, maybe 
he would find a nice, quiet, secluded place in 
the country where he and his cycle could 
have it all to themselves, without disturbing 
people who live four or five blocks away." 

J 28 



when the bicycle is equipped with a 



That saddle is so gener- 
ally admitted to be a badge 
of quality and the quality 
is so distinctive that it 
singles out as high grade the bicycle to which it is fitted. If you order 
a High-grade bicycle, you are entitled to a High-grade saddle; and you 
can get it without extra charge, too, if you insist. 


Worcester, Mass. 


To All Manner of Men, also Women, 





And Kellv Quality Always has been Top Notch. 



Cleveland, Chio, 




Pleads for Charter for his Bicycle Railway, 
but Plea Proves Fruitless. 

E. Moody Boynton, he of the Long- 
Island-Bicycle-Railway-fiasco fame, has 
blossomed lorth again in Massachusetts — 
come from his death-bed, as he himself 
puts it — to further advance the cause of his 
pet scheme, rub the rust off his halo, and 
attempt to wrest a new charter from the 
legislature of the old Bay State. The 
newest phase of the project is the contem- 
plated monorail road from Boston to Fall 
River, but after repeated hearings before 
the legislature, it was finally defeated on 
Friday last. 

In his plea before the legislative commit* 
tee on railroads and street railways, Boyn- 
ton became very much heated and declared 
that but for the prevention of the carrying 
out of his plans, which had been time and 
again defeated by the railway interests 
which had fought him tooth and nail in 
their efforts to gain supremacy over various 
other interests and throw the control of 
the countries' railroads under the one broad 
syndicate, the lives of 1,000,000 men might 
have been saved. These 1,000,000 men, he 
said, had been slain or wounded during the 
last IS years by the railroads, and all since 
the completion of the first bicycle road at 
Gravesend, N. Y. In conclusion, he ex- 
pressed' the belief that the "owners of the 
earth" would not much longer bind down 
the people, but that such schemes as his 
would in a short time have a free oppor- 
tunity, and he wound up by paraphrasing 
St. Paul most dramatically in the following 

"I have not quite finished my course, but 
I have kept the faith though I have been 
driven down to darkness and misery." 

The Boynton Bicycle Railway, it will be 
remembered, was, like many other inven- 
tions which have been suppressed by "cap- 
italists," going to revolutionize the world of 
transportation. In principle, it consisted 
of a single rail supported at some distance 
above the ground, and upon which cars 
were run, being guided by guard rails at 
low speeds and when rounding curves, but 
at high rates , of speed such as were con- 
templated — upwards of 100 miles an hour 
being the nominal average — the entire load 
was to be carried by the main rail, the bal- 
ance being maintained in the same general 
way as in a bicycle — hence the name. A 
trial line was built, and almost fabulous 
speeds were attained upon it, but a con- 
flict of interests, coupled with a flaw in 
theory, imagined or otherwise, caused an 
abject failure of the enterprise, and the 
loss of thousands of dollars. 

declared a partial failure by the highway 
authorities of Fresno, Cal., and accordingly, 
a committee appointed by the Chamber of 
Commerce has commenced an investigation 
looking toward the substitution of macadam 
for the oiled surfaces, including an estimate 
of the probable cost of the change. A 
$300,000 bond issue is proposed to cover 
the necessary expense. 

In some places where the oiling has been 
done, the results have been highly success- 
ful, but in other localities where the traffic 
has been composed of heavy vehicles, many 
farmers and property owners have com- 
plained of the conditions. As a result of 
this, several petitions have been circulated 
which seek to have the macadam construc- 
tion adopted. Roads which are used for 
light vehicles only, are giving good satis- 
faction. This result of the Californian ex- 
periment, simply goes to bear out the ad- 
mission of its advocates, that oiled surfaces 
are not suitable for heavy trafiic. 


Vanderbilt Course as Dusty as Ever it was 
— Experiments with Dust-Layers. 

Wants Cyclometers to Register Speed! 

Motorcycles are included in the ordinance 
that the city council of Nashville is en- 
deavoring to pass. Speed of ten miles an 
hour is permitted, which is five miles less 
than that allowed by the old ordinance. 
One section of the measure is highly amus- 
ing. It is section two and says "That every 
automobile, motor car, bicycle or other 
vehicle propelled by steam, gasolene or 
electricity, except street railway cars, which 
is driven or used within the corporate lim- 
its, shall be equipped with a cyclometer, or 
device whereby its speed will be shown 
when a police officer shall stop the same to 
ascertain such speed." Section three pro- 
vides that when any police officer thinks a 
person driving such a vehicle as described 
in excess of ten miles an hour it shall be 
the duty of the rider or driver, when sig- 
naled, to stop and allow the officer to "ex- 
amine the cyclometer." Fines of not less 
than $5 nor more than $50 are provided for 
in the next section. 

Rural Mail Carriers Buy Motorcycles. 

Gradually the rural delivery carriers are 
awakening to the great advantages the 
motor bicycle holds for them. H. M. Day- 
ton and Charles Flemming, both of Colo, 
Iowa, are two of the number who recently 
experienced the awakening and who are 
now covering their routes on power-driven 

Bicycles to Race at Washington Park. 

Plans are under way for what is said to 
be the largest set of bicycle races and ath- 
letic games ever held at Washington Park, 
N. J. The meet will be held on Decoration 
Day, and a gang of workmen, it is stated, 
are already banking the track. Several 
bicycle and motorcycle races are carded. 

Oiled Roads Prove Partial Failure. 

After considerable experimentation, the 
use of crude oil on country roads has been 

"There is no way of mixing honesty with 
dishonesty, fairness with unfairness, or 
truth with falsehood," 

Crude oil as a preventative of dust has 
been proved to be as effective for the pur- 
pose as anything that could be devised; 
however, it is not only very expensive to 
apply, but experience shows that it is far 
too evanescent. No better instance of this 
could be found than the Long Island circuit 
over which the Vanderbilt cup race was 
run not more than seven months ago. The 
course was not only thoroughly treated 
with a generous layer of crude oil only 
thirty days before the race, but a second 
though lighter application was made but a 
few days before the race actually occurred. 
Now the road is entirely innocent of any 
sign of oil. 

In this connection, the report of a county 
surveyor on the other side, who has been 
carrying on a course of experiments in dust 
prevention for the past two years, are of 
interest. In his latest annual report he 
shows the cost of treating 800 square yards 
of surface with the much vaunted tar 
macadam to be $600, while the expenditure 
for 12,200 square yards covered with a tar 
and oil composition applied to the surface 
only, was but $510, so that the tar ma- 
cadam cost fully eighteen times more. 
Moreover, it had not proved a success in 
any sense of the word, as there was no evi- 
dence forthcoming that the application of 
such a treatment would improve or prolong 
the amount of wear of which the road was 
capable in any way. Tarring the surface 
alone, on the other hand, showed a consid- 
erable saving in scavenging and road main- 
tenance, and for the second year the saving 
effected by the process had more than offset 
the cost of the treatment. 

The materials used included tar, lime, 
grit, pitch and oil, the first and principal 
coat of which was supplemented from time 
to time by an occasional light dressing of 
mineral oil alone. One of the most curious 
things included in the surveyor's report was 
the fact that the treatment was a decided 
benefit from a hygienic point of view also, 
as during the period covered by the ex- 
periments, there had been a marked diminu- 
tion of infectious diseases in the town lying 
along the road treated, and as the time oc- 
cupied was fully two years there was an 
almost unavoidable inference that the 
effective laying of the dust had been respon- 
sible for the improvement in the health of 
those living in the neighborhood. Another 
section of road was treated with a patent 
dust preventing composition, at a cost of 
from $300 to $350 per mile for the applica- 
tion alone, but it was found to have a very 
destructive effect on the surface of the road 
so treated, which would necessitate the lay- 
ing of new material on all such roads at 
the approach of winter. 




Practices in Vogue and the Factors that 
Ultimately will Decide. 

As the art of motorcycle construction 
progresses, and particularly that brancli of 
it which relates to the construction of the 
motor bicycle, it is apparent that there is 
to be a growing controversy as to the most 
advantageous method of positioning the 
engine. The importance of this matter, 
is not at first apparent, as seemingly, it all 
depends on the taste of the designer, and 
the manner of constructing the frame, but 
in so delicately contrived a machine as 
this, it is evident that no one part is to 
be considered as superlative to all others, 
each and every one being in equal 
co-partnership with all the others to form 
a staunch fabric in which each element is 
as important to the whole as is each linlc 
in a chain. 

Naturally enough, the first point to be 
taken into account in designing any form of 
bicycle, setting aside the matter of rigidit)', 
is that of keeping the centre of gravity as 
low as possible, for upon this depends the 
case of balance, and, to a certain extent, 
the durability of the mount. In this, as tha 
luiropean designers are discovering at the 
present time, it is possible to secure a lower 
engine position than is commonly done in 
this country. For the clearance, which in 
the pedal machine was fixed by the drop 
of the pedals, may be considerably reduced 
without interfering with the usefulness of 
the machine even on bad roads, bj' abandon- 
ing the old crankhanger position in locating 
the motor. And, indeed, since the mass of the 
machine must be centered somewhere in 
the vicinity of the centre of gravity of the 
motor, it is evident that the lower that can 
be placed, the more stable will be the ma- 
chine as -a whole, especially when the seat 
and hence, the mass of the rider may also 
be brought down by the same token. 

As to the method of mounting, which 
also, must come in for consideration in 
connection with the placing of the motor, 
the two possible methods are open to con- 
siderable favorable argument on each side. 
Thus, the most natural method of main- 
taining the frame as a unit, undisterbed in 
construction from its design in the pedal 
bicycle, with the motor clamped in place, 
has the obvious advantage of securing all 
the stable efficiency of the bicjcle frame 
unclianged bj' the slight alteration in curv- 
ature of certain of the elements which is 
made necessary to the adaptation for motor- 
cycle use. Also, the motor may be dis- 
mounted at any time without disturbing the 
frame in any way, and replacements and 
alterations, even to the extent of exchang- 
ing the motor itself for a more powerful 
one, may be done without affecting the 
mount in the least. At the same time, hov;- 
ever, there is the possibility, existing in 

theory, if not in actual fact, that the method 
of affixing it to the frame may not be con- 
ducive of the required degree of rigidity, 
and that a secondary trembling due to its 
working loose in its fastenings may be set 
up which will be ruinous to the machine. 
In a word, it may be considered that this 
method is directly in opposition to the de- 
sirable feature of stability which is so essen- 

As to the method of building the motor 
into the frame, and letting it replace a por- 
tion of the tubing, it has the advantage of 
making the entire machine a unit in itself, 
without the danger of disalignment of the 
driving gear, and precludes all possibility 
of secondary vibrations due to the loosening 
of the motor. Yet, unless the method of at- 
tachment be of the best, there is danger 
that something may give way, and in such 
an event, of course, the breaking of any 
part must involve the destruction, partial 
or otherwise, of che entire frame. Then, 
again, the mounting of the motor as a part 
of the frame involves the sacrifice of the 
crank hanger cluster which, developed in 
the pedal machine, is the king-pin of that 
rigid frame which has such marvelous re- 
sisting power. The newer method of frame- 
ing maj' be sufficient unto itself, but the 
separating of the ends of the various mem- 
bers, and thus giving up that arrangement 
which was analagous to the key-stone of 
an arch, can only be viewed by the conser- 
vative rider with a certain degree of sus- 

When it comes to the position of the 
motor in the frame, several considerations 
come into play which are apart from those 
already mentioned. For instance, there is 
the matter of cooling. In this, since water 
cooling is not, for the present, to be con-, 
templated, a most important point is to 
have the C3'linder head so placed that it will 
receive the full benefit of the draught cre- 
ated by the machine in its motion. This, 
naturally enough, argues for the inclineo 
position, since in that arrangement the head 
and upper portion of the cylinder are well 
ventilated. The horizontal arrangemevrt, 
were it possible of achievement without 
rasing the centre of gravity, would even be 
an improvement over this. 

Another matter which has a most vital 
bearing on the action of the machine, is 
that of lubrication. And there, in theory, at 
least, the vertical motor has the advantage, 
since the effect of gravity is not brougVt 
into play at all, to affect the distribution of 
the lubricating element over the wall sur- 
faces. Obviousl}', were this to be considered 
alone, it would discount each of the former 
methods in favor of the latter. But this is 
not the most important consideration, by 
any means, and besides, both the horizontal 
and inclined types of motor may be made 
to run with great success, though with pos- 
sibly less efficient oil distribution than is 
common with the vertical type. 

In regard to the accessibility of the vari- 
ous types of mounting, it is evident that 
where the motor is entirely apart from the 

frame in itself, it must be more easily dis- 
mounted, either partially or in toto, than 
can be the case when it is incorporated in 
the frame. Yet, on the other hand, as this is 
seldom necessary, and as no portion of the 
motor bicycle is really inaccessible at any 
time, this point may not be of great import- 
ance when it comes to a balancing up of 
the pros and cons. Certainly, however, the 
arrangement must be such that valves and 
piping can be disconnected at will and with 
the least possible expense of labor and time. 
Still another point in this connection, 
which probably has a more important bear- 
ing on the subject than is apparent at the 
present time, is the effect which the vibra- 
tions of the motor brings to bear on the 
frame and on the machine as a whole. 
Of course, in this respect, the integral 
mounting, as it may be called, has 
the advantage, since there is no possibility 
of relative movement between the motor 
and the frame in the secondary way referred 
to above. As to the relative effects of the 
three posible positions, it is evident, first 
of all, that while the horizontal arrangement 
must result in a surging action in the frame, 
and a tendency to a reciprocating motion 
fore and aft, both the inclined and vertical 
arrangements create thrusts which are 
directly in line with existing members of 
the frame, and one half of which are 
directed toward the crankshaft cluster, 
which is the most stable portion of the 
frame in the natural course of events. Thus, 
while in the one case, the thrusts are dis- 
tributed between the crank-group and the 
head, in the other they are divided between 
the crank-group and the seat-post, both of 
which are lines of considerable resistance, 
and both of which are well adapted to re- 
ceive added vibration without detriment to 
the structure. 

At the present time, there are exponents 
of nearly every possible method of mount- 
ing, and all of the existing types have their 
good points and their strong arguments 
one way or the other. Evidently, however, 
there must sometime, be a settlement upon 
one definite arrangement as better than any 
of the others, although that is a matter 
which must be decided by common usage at 
the hands of the public. But one thing is 
certain, that form will be the most enduring 
which permits of the greatest amount of 
rigidit}^, serves to make the machine the 
most a unit as a whole, and which is con- 
ducive to the greatest simplicity and acces- 
sibility. O. P. O. 

Motorcycles for Pittsburg Police. 
The utility of the motorcycle in police de- 
partments is but just beginning to be real- 
ized, but that it is rapidlj^ "coming on" is " 
evidenced by the various cities that are 
adopting them for use in catching violators 
of the automobile speed laws. Pittsburg's 
Superintendent of Police, Thomas Mc- 
Quaide, is the latest to announce that he 
will introduce motorcycles in the depart- 

The Week's Patents. 

817,225. Power Transmitting Mechanism 
for Bicycles. Louis Combet, Paris, France. 
Filed Auril 8, 1905. Serial No. 254,455. 

Claim. — 1. In a power-multiplyinpf inach- 
anism for bicycles and the like, a pedal 
mechanism including pedal-cranks, lever- 
bars connected with and operated by said 
cranks, rear cranks rotatively connected 
with the lever-bars, shifting-cams driven by 
said rear cranks, rollers engaged by said 
cams, power-transmission cranks and con- 
nections therefrom to the lever-bars afore- 
said, and connections from the power-trans- 
mission cranks to the driving-wheel of the 

817,641. Carburetter. Coleman B. Harris, 
Wilmington. Del. Filed Nov. 18, 1904. 
Serial No. 233,238. 

Claim. — 1. A carburetter including a sub- 
stantially horizontal conduit connected to a 
source of air-supply and having means for 
the admission of liquid fuel, with a deflect- 
ing-partition in the conduit for directing the 
current of air toward the bottom of said 
conduit and causing it to take up liquid 
fuel therein, and a priming-valve in addition 
to said fuel-admission means, substantially 
as described. 

817,903. Carburetter. Alphonso S. Corn- 
stock, Evanston, 111. Filed April 22, 1905. 
No. 256,906. 

Claim. — 1. In a carburetter, in combina- 
tion, an air-passage, a fuel-passage, a car- 
bureting-passage having an opening to the 
atmosphere and receiving from the fuel- 
passage and delivering to the air-passage 
and means for simultaneously controlling 
the flow of air and fuel through the air and 
fuel passages, respectively, the flow of air 
through the carbureting-passage being in- 
dependent of such controlling means. 

817,941. Carburetter. Charles Stute, 
Newark, N. J. Filed March 25, 1905. Serial 
No. 251,927. 

Claim. — 1. A carburetter comprising a 
main body having its upper portion made 
open and provided with a screw-thread, a 
cover screwed down over said open portion, 
said cover being formed with a centrally- 
disposed opening, a cylindrical body within 
said main body having its upper end portion 
arranged in the o'pening of said cover and 
the lower and open end portion of said cyl- 
indrical body extending below the closed 
bottom of said main body, a screen in said 
lower and open portion of said cylindrical 
body, an upwardly-extending flange on said 
cover, said flange surrounding the opening 
in said cover, and a laterally-extending tub- 
ular body upon and connected with said 
flange, said laterally-extending body and 
cover being both removably arranged upon 
the said main body, a centrally-guided inlet- 
valve in the upper and open end of said 
cylindrical body, a means of attachment at 
one end of said laterally-extending body, 
and a relief-valve at the other end of said 
laterally-extending body, said valves being 
arranged so that the back-fire will close 
said inlet-valve and will open said relief- 
valve, substantially as and for the purposes 
set forth. 

818,372. Spark Plug. Bert W. Hallsted, 
Scranton, Pa. Filed Nov. 5, 1904. Serial 
No. 231,580. 

Claim. — 1. A spark plug comprising a 
body portion, a cap carried by said body 
portion, a conductor-stem extending lingi- 
tudinally through said cap and body por- 
tion, a body of insulating material surround- 
rounding said stem and engaging the walls 
of said body portion for spacing the stem 


from said body portion, a similar body of 
insulating material surrounding the stem 
and engaging the cap for spacing the stem 
from the cap, and means carired by the 
stem and interposed between said bodies 
of insulating material for spreading said 
bodies apart and pressing the same against 
said body portion and cap respectively. 

818,397. Carburetter. Gustav Tresen- 
rcuter, Berlin, Gennany, assignor to Franz 
Glinicke, Berlin, Germany. Filefl May 20, 
1905. Serial No. 261,373. 

Claim. — In a carburetter of the class de- 
scribed, the combination with a vessel, of a 
horizontal partition dividing said vessel 
into a liquid-storage chamber above and a 
carbureting-chaniber below, a frame in said 
carbureting-chamber, a plurality of super- 
imposed horizontal sieves arranged in said 
frame and provided with layers of glass- 



That's a hard word, but this is 
a hard world. When an article 
like " 3 in One " makes a tre- 
mendous s u c c e s s — regularly 
doubles its sales — k e e p s on 
doubling them — spurious imita- 
tions spring up over night. Some 
die with the noon day sun; 
others linger till the frost. But 
"3 in One" flourishes on for- 
ever; making more homes and 
offices brighter and cleaner ; mak- 
ing more retailers more profits. 

Your jobber wants to send a trial dozen, 
w e war.t to send generous samples. 
Write to yourjobber quick — write to us 

G W. COLE CO., 141 Broadway, New York. 

&y/ft'^/i0 fr'Mrfs are best Mends. 


of cycling and of motoring 

there never was anything 



of which was so 


as that of 


< '^ A v^' 'i.»w*'''^^i**»'-*!^'«^-1 

"There's a reason," or rather a 
number of them, for such a re- 
markable situation. Our cata- 
logue deals with them. Its free 
for the asking. 


Springfield, Mass. 




15 cents per line of seven words, cash with order. 

■pOR SALE — Marsh Motorcycle 1905, almost 
new, Ji 10.00. Indian 1905, ;!!i25.oo. Ram- 
bler 1904, new, ^150.00. Rambler 1904, $125-00. 
Complete stock of Indian and Rambler parts in 
stock. Home trainers to hire. TIGER CYCLE 
WORKS CO., 782 Eighth Avenue, New York. 

"POR SALE— Indian Motorcycle, 1905 model, 
fine order, $125.00. Full line parts for Indi- 
ans and Thor type machines, expert repairing, power 
equipped shop. Supplies of all kinds for motorcy- 
SUPPLY HOUSE, 2312 Broadway, New York. 

■pOR SALE— One 2-cylinder Indian, like new, 
$250 ; one 1905 Indian with heavy spokes^ 
$150; Tandam attachment, $10; Reading Standard 
Racer, like new, $160; Rambler Motocycle, new, 
$150; Indian Motocycle in good condition, $125, 
F. A. BAKER & CO., 1080-1082 Bedford Avenue, 
Brooklyn; 20 Warren St., New York. 

AX 7 ANTED— Foreman for Bicycle and Auto- 
mobile Chain factory. State experience. 
Permanent position for right party. Address 
CO., 820 Mutual Life Building, Buffalo, N. Y. 

T7OR SALE — Indian Motorcycles, 1904 model, 
-* in good condition, S90; 1905, ^130; 1905, 
$150; can also make immediate deliveries of 1906 
models. Full stock of Indian parts always on 
hand. Expert PiEPER & CONNOR, 
1201-1203 Bedford avenue, Brooklyn, N. Y. 

T?OR SALE — Large bicycle, sporting goods, tent 
and glove business in town of 12,000 popu- 
lation, where bicycles are ridden every day in the 
year. Finest streets and country roads in the 
world. New modern store, 37x100 ft., 3 years 
lease. Established 8 years, doing $30,000 cash 
business a year. ^Stock will invoice about, $7,500; 
can reduce quickly. Have Pierce, National, Ariel, 
Hibbard and many other bicycle agencies, also 
Maxwell automobile. A No. i repair shop. Owner 
has other interests which need his time and 
attention. Address RIVERSIDE CYCLE AND 
SPOKTING GOODS CO., Riverside, California. 

"VX Wanted -I would Uke to buy a Mitchell 

Motor-Cycle Model No. 52 or No. 53. 

Cheap for cash. M. P. C, care of Bicycling World. 

■p O R SALE — Ntw Columbia Motorcycle. 
$150; Other makes at very low prices. 
Home Trainer, built for racing, strictly accurate, 
8 laps to mile, rigged with electric lights, best 
home trainer, ever built, $150. Fine Triplet, like 
new, $40. PARK CYCLE CO., 47 So, 
Washington Sq., New York City. 


Thor Motor and Parts for Motorcycle and 
Hubs and Parts for Bicycle on application. 




wheels must have the 
best equipments. 

There is nothing that gives more value for 
the money than the use of tlie 



The only chain having PrlctlonleSB 
Rccker Joints. Insist on having the 
Morse Twin Roller. Fits regular 

Send for Catalogfue and 
Trade Price to 

Morse Chain Co., Trumansburg:, N. Y. 

For testing dry cells, use the 


Eldredge Battery Ammeter 

L to 30 Amperes 


1 Indicates in eitiier direction of current. 


1 Price $3.50, delivered. 


1 Eldredge Electric Mfg. Co. 


' 3 i*ost Office Square, 


Dept. M. Springfield, (lass. 







Prices Right. 

O 146 North 4th Street, Philadelphia, Pa. 



Fowler-Manson-Sherman Cycle Mfg. Co., 

43-47 Fulton Street, Chicaso. 

Wnte (or terms. 



121 Chambers Street, NEW YORK 




Send for J906 Catalogue. 

THE KELSEY CO., Buffalo, N. Y. 

wool, a slotted cross-head at the top of said 

frame, an outlet in said horizontal parti- 
tion, a horizontal pin suspended from said 
horizontal partition, a disk provided with a 
bent channel and mounted to turn on said 
horizontal pin close to said outlet, so that 
the one end of its channel may register with 
said outlet, a hollow lever rigidly connected 
with said dislc and engaging in the slot of 
said slotted cross-head, the cavity of this 
lever communicating with the other end 
of the bent channel in said disk, means for 
outbalancing said frame with the parts con- 
nected therewith, when there is no hydro- 
carburet in the layers of glass-wool, a sup- 
ply-conduit for gas near the bottom " of 
said carbureting-chamber, and a carbureted 
gas-outlet at the top of said carbureting- 

Forsyth Specialties. 

No. 1 6 Brake 

Metal Sleeve. 

t*Attac]ied to wheel at hanile-bar by clamp, and at fork- 
crown by expansion plug pressed into crown-head. Spoon is 
connected with plug by taper bolt, and by turning up nut plug 
is expanded, forming secure fastening. We make spoons with 
or without rubbers to fit all styles of crown. Lots of these 
brakes used. Every dealer ought to carry them, 

f orsyth Mfg. Co., - Buffalo, IN. Y. 


Motor Cycles 
and Side Cars 

The 1906 ARMAC 

is buiit for hard sei\'ice 
and e.ery day practxal 
purposes. Frame is guaranteed to carry 500 lbs . we'ght, and the 

3 H. P. nOTOR 

which can be operated at a speed of 4 to 45 miles per hour, 
will take side car and second passenger over ordmary country 
roads, and will take one rider over any road or up a 25 per 
cent, grade. 

The Standard of American-flade Hotor Cycles 

Low frame, extra Iieavy tires, chain or belt drive, and 
Agents" terms that will interest you. 


472 Carroll Ave., 


C. H. LUDLOW, Agent, Northport, L. I. 

The Bicycling World 


Volume LIII. 

New York, U. S. A., Saturday, May 5, 1906. 

No. 6 


Buffalo Meeting Pledges the Money and 

Picks the Man to Conduct Campaign — 

Old Officers Re-elected. 

The Cycle Manufacturers' Association 
held its annual meeting in the Lafayette 
Hotel, Buffalo, on Wednesday last, 2d inst. 

Officers were elected, of course, but what 
is of far more importance, definite action 
was taken toward uplifting the cycling in- 
terests by securing for them a "square deal" 
and that fuller measure of publicity in the 
public prints and elsewhere that is the 
bicycle's due. Funds for the purpose were 
subscribed and the man to take charge of 
the work was selected. He is Frank A. 
Egan, one of the best known and oldest 
of cycling's "old guard." He not only pos- 
sesses a versatile pen, which, during the 
better part of a quarter of a century, was 
wielded in behalf of the bicycle, but there 
are few of the ins and outs or ups and 
downs of cycling with which he is not 
familiar. Egan probably will take up the 
duties within the next ten days. 

This was the chief work accomplished 
and, of course, it was performed in har- 
mony and in connection with the Cycle 
Parts and Accessories Association, which 
was in session in the same hotel at the 
same time, the conference committees of 
both associations — Harry Walburg and E. 
S. Fretz, for the C. M. A., and W. S. Gor- 
ton, H. S. White and D. S. Troxel, for the 
C. P. and A. ^. — holding several joint meet- 
ings for the purpose. It was not, however, 
all that the C. M. A. accomplished. 

The annual election resulted in each of 
the old officers succeeding himself, as fol- 
lows: President, George N. Pierce, of the 
George N. Pierce Co., Buffalo; vice-presi- 
dent, Frank E. Southard, Toledo Metal 
Wheel Co., Toledo, Ohio; secretary, J. F. 
Cox, Pope Mfg. Co., Hartford, Conn.; 
treasurer, Harry Walburg, Miami Cycle & 
Mfg. Co., Middletown, Ohio. The day pre- 
vious had been devoted to the meetings of 

committees. The committee on jobbing 
bicycles had a very extended session — so 
extended, indeed, that several members who 
also make agency goods, were unable to 
take part in the deliberations of the com- 
mittee on agency bicycles, a meeting of 
which was also scheduled, but which, be- 
cause of the fact, was necessarily postponed 
until next month. 

The jobbing makers, however, reached a 
full understanding. They smoothed out 
some of the discrepancies in the matters 
of equipment and finishes that have existed 
and also overhauled the list of jobbers. A 
number of men and concerns who are no 
longer jobbers or who never were jobbers, 
were stricken off and three classes provided 
for, viz.: jobbers, department stores and 
mail order houses. 

The next meeting will be held in Niagara 
Falls on the first Wednesday in June, 
the 6th. 

Practically the entire membership was in 
attendance, Vice-President Southard, who 
was detained by illness, being the only not- 
able absentee. In addition to the other offi- 
cers, these were the members present: W. 
F. Remppis, Reading Standard Cycle Mfg. 
Co.; F. C. Finkenstaedt, National Cycle 
Mfg. Co.; C. E. Walker and F. C. Gilbert, 
Pope Mfg. Co.; F. I. Johnson, Tver Johnson 
Arms & Cycle Co.; Edward Buffum, Con- 
solidated Mfg. Co.; J. F. Vogel, Gendron 
Wheel Co.; J. W. Ash, Hudson Mfg. Co.; 
W. G. Schaack, Emblem Mfg. Co.; E. S. 
Fretz, Light Cycle & Foundry Co.; I. 
Schwinn, Arnold, Schwinn & Co., and E. J. 
Lonn, Great Western Mfg. Co. D. P. Har- 
ris, representing the H. P. Snyder Mfg. Co., 
the only non-member, was also in evidence. 

President Pierce and F. C. Finkenstaedt — 
who are old friends — set a good example to 
their fellows. On Tuesday, when the job- 
bing committee was in session, they 
mounted bicycles and indulged in a 15-mile 
ride in company. Mr. Pierce had placed 
one of his bicycles at the National man's 
disposal and then tried to play a joke on 
him. He inveigled him into a photographic 
establishment and with a twinkle in his eye 
impressed on Finkenstaedt how much he 
would appreciate a picture of him a-wheel. 
The Bay City man is usually wide-awake, 
however, and discerned the twinkle and re- 
fused to take the bait. But it did not pre- 

vent the head of the Pierce establishment 
from relating, with a hearty laugh, how 
near he came to getting the picture of one 
of his competitors on one of his (Pierce) 
machines. -, 

Accessory Association "Does Things," too. 

Six new members elected, dues reduced 
from $50 to $25 per year and unanimous 
concurrence with the Cycle Manufacturers 
Association in the plans for publicity and 
in the choice of F. A. Egan as the man to 
execute them — tliese in brief constitute the 
business transacted by the Cycle Parts and 
Accessory Association at their meeting in 
Buffalo, on Wednesday last. 

The additions to the roll are: the Fisk 
Rubber Co., the Kokomo Rubber Co., the 
Pennsylvania Rubber Co., the Kelly Handle 
Bar Co., the Buffalo Specialty Co., and the 
New Departure Mfg. Co. 

There was a deal of keen interest mani- 
fested and there is every prospect that the 
membership will soon include every parts 
or accessory maker who wishes to be con- 
sidered worth the proverbial "row of pins." 

All of the officers were in attendance, 
viz.: W. J. Crosby, Crosby Co., president; 
C. A. Persons, Persons Mfg. Co., vice-presi- 
dent; H. S. White,, Shelby Steel Tube Co., 
secretary, and W. J. Surre, Corbin Screw 
Corporation, treasurer. These other mem- 
bers also were present: W. S. Gorton, 
Standard Welding Co.; D. S. Troxel, Troxel 
Mfg. Co.; R. D. Webster, Eclipse Machine 
Co.; H. T. Dunn, Fisk Rubber Co.; J. W. 
Gilson, Hartford Rubber Co.; C. E. Weaver, 
Kelly Handle Bar Co.; J. H. Whittington, 
Forsyth Mfg. Co. ; W. J. Graham and D. W. 
Page, New Departure Mfg. Co.; C. F. U. 
Kelly, Continental Rubber Works; F. W. 
Waters, . Pennsylvania Rubber Co., and 
J. B. Tucker, Mutual Rim Co. L. M. Wain- 
wright. Diamond Chain & Mfg. Co., and 
W. A. Judd, Judd-Leland Co., prospective 
members, also were there. 

Elmira, N. Y., had a representative pres- 
ent in the person of Roy S. Smith, who, in 
the name of the mayor and the chamber of 
commerce, invited the association to hold 
its next meeting in that city, the advantages 
of which for the purpose were pointed out. 
Mr. Smith also extended a similar invitation 
to the Cycle Manufacturers' Association. 




San Francisco Dealers Hopeful in Tempor- 
ary Quarters — Hopkins's Interesting 

J. W. Leavitt, of the firm of J. W. Leavitt 
& Co., was the first of the San Francisco 
bicycle merchants to reach the East since 
the appalling disaster which overtook that 
city two weeks since. He was in Buffalo 
on Wednesday last during the sessions of 
the Cycle Manufacturers' Association and 
the Cycle Parts and Accessories Associa- 
tion, and he was just as cheerful as any of 
the many men who were there assembled. 

With the possible exception of the Pope 
interests, Leavitt's loss was far heavier than 
that of any other jobber or dealer involved 
in the catastrophe. Everything he owned 
was swept away or consumed. He carried 
an immense stock, which included 2,000 
bicycles, enormous quantities of tires and 
other goods. Its total value was $85,000, 
and as his insurance was but $45,000 it will 
be readily understood that Leavitt had am- 
ple cause to wear a long face. ■ He did 
nothing of the sort, however, but instead 
was as light-hearted and good natured, and 
as optimistic as if he had not lost a cent. 
He admitted that it was rather hard lines 
to see the result of twelve years work wiped 
out, and remarked with what might have 
been his only note of sadness, that onlj^ a 
month before the "shake," as he termed the 
earthquake, he had bought out his next door 
competitor, W. B. Morrill, and only the day 
previous to the disaster had put up a new 
sign, remarking at the time that the sign 
marked the culmination of twelve years' 

During his stay in Buffalo, every hand ex- 
tended to Leavitt was a helping hand. All 
of the manufacturers who were there were 
ready to extend to him all the credit he de- 
sired, which induced him to observe that, 
the disaster had at least one pleasant side. 

As evidence of the universal desire to be 
of help, he displayed a letter from George 
A. Ritchie, one of his bicycle customers in 
Sacramento. Mr. Ritchie wrote him that 
he was ready to take care of any goods 
that might be en route, and to distribute 
them if Leavitt so desired. He also prof- 
fered the use of his store "if it will be of 
any use to you in holding some of your 
trade," and furthermore offered to ad- 
vance $500 immediately and $500 more 
within a week. "We have plenty of room 
and grub at our house," concluded Mr. Rit- 
chie, "if you and your family will come our 

Mr. Leavitt has, however, established 
himself in Oakland, where he expects to re- 
main for the better part of a year. At 
present, he remarked, his ofiices in San 
Francisco are in his mother-in-law's parlor. 
H? is very prQud of this mother-in-law, by 

the way, remarking that, although 53 years 
old, she can reel off 100 miles on a bicycle 
as smartly as any of the seven other cycling 
members of the family. 

Mr. Leavitt is thoroughly optimistic, and 
has placed orders for carloads of all the 
goods necessary for his trade. He says 
there will be no trouble selling bicycles. 
In fact, with the crippling of the street car 
lines, he believes the demand will be greater 
than ever. 

C. C. Hopkins, the Indian agent in San 
Francisco and probably the best known 
motorcycle dealer in his part of the coun- 
try, and who is very active in F. A. M. 
affairs on the coast, had a narrow escape. 
In a personal letter from Oakland, where he 
is temporarily established at 1262 Broad- 
way, and where, as his printed matter states, 
he is "minus feathers but still on the war- 
path," he conveys some idea of his experi- 
ences and of the conditions that existed. 

"Your telegram of 18th reached me by 
mail from Chicago on the 19th," he writes. 
"It was sent to San Jose and returned here, 
where I am temporarily located. The mail 
service has been much better than the 

"I am 'down, but not out.' I lost every- 
thing in the fire, both at store and at my 
home. The quake did little damage to my 
stock — practically nothing, but we could 
not remove it because of the dangerous 
condition of a portion of the building. I got 
out my old tricar and with my wife on the 
front seat rode to San Jose, 50 miles distant. 
Everything that I had was lost except this 
tricar and the clothes we put on. Our 
home was quite badly wrecked. Fire came 
later and made a clean job of it. 

"Altogether, it has been a wonderful ex- 
perience. My wife and I are well satisfied 
to be alive. Seven frame houses adjoining 
our home — the top of a six-story apart- 
ment house — fell flat from the shaking and 
we had a rocking time for a few seconds. 
In it all we kept our heads. 

"Louis Bill (vice-president of the F. A. 
M.) lives on this side of the bay and escaped 
injury and so far as I have been able to learn 
none of the members of the San Francisco 
Motorcycle Club were injured. Many of 
them have been making good use of their 
machines as special rush messengers. The 
tricars were in great demand. This catas- 
trophe has been the biggest ad, for motor 
vehicles of all kinds that the world has ever 

"I have had some of the finest letters of 
sympathy and offers of assistance that you 
can imagine. One of the first and warmest 
to arrive was from George M. Hendee, 
written from Aurora, 111. In a time such as 
this, such expressions of sympathy and 
condolence have been most touching and 
Ave prize them dearly. 

"Our S. F. clubroom was not destroyed and 
it is being used as an emergency hospital. 
The club will continue to exist, but we may 
postpone a few club runs and endurance 
contests! We have endijred quite a lot 

"The confidence of the business men of 
San Francisco is not lost, but strengthened. 
The city will rise again. We have plenty 
of energy and money will come." 

Trouble Overtakes the Consolidated. 

The heavy load which it has been carry- 
ing for a term of years, finally has resulted 
in the appointment of David Robinson, Jr., 
as receiver for the Consolidated Mfg. Co., 
Toledo, Ohio, manufacturers of the Yale 
and Snell bicycles. Following this action, 
several creditors filed a petition in bank- 
ruptcy against the concern. 

The receiver is now in charge and is tak- 
ing an inventory to discover the exact con- 
dition and amount of the assets and liabili- 
ties. The plant will continue to be operated 
and the trouble will not interfere with the 
fulfilment of orders. The property is a 
valuable one and there is every prospect 
that, freed of its entanglements, the com- 
pany will be placed on its feet again in 
better shape than ever before. Its disas- 
trous venture into the manufacture of auto- 
mobiles, which was discontinued several 
months since, seriously crippled its re- 
sources and helped to bring about the pres- 
ent state of affairs. 

The Retail Record. 

Fenton, Mich. — George Dc Witt, new 
store in Andrews block. 

Ottawa, Can.— Hurd & McBride, 191 
Sparks street; new store. 

Charlottetown, P. E. I.— Brace, McKay & 
Co. have added a bicycle department. 

Hammond, Ind.— J. W. McMullen, re- 
moved to Beckman-Gostlin block in Hoh- 
man street. 

New Man in Mossberg Affairs. 

J. B. White and C. W. Polsey, for many 
years secretary and treasurer, respect- 
ively, of the Frank Mossberg Co., Attleboro, 
Mass., have retired from that concern, their 
interests having been acquired by W. I. 
Tuttle. Mr. Tuttle has assumed the duties 
and titles of both ofiices and is applying 
himself to them with vigor. 

Brackets for Motorcycle Lamps. 
F. B. Widmayer, 2312 Broadway, New 
York City, has just designed and is now 
placing on the market, special motorcycle 
lamp brackets to fit the head lug bolt on 
the Indian, R-S and Thor type of motor- 
cycles; these brackets are made in two 
styles, one to hold two lamps side by side 
and the other style to hold one lamp. 

Japanese Seek Lower Inport Duty. 

The Japanese bicycle dealers of Yoko- 
hama have presented a petition to the 
Lower House asking for a reduction of the 
import duty on bicycles from 40 per cent, 
to not more than 20 per cent.; the latter is 
the ad valorem rate imposed on electric 
carriages and railway locomotives. 




They will Report their Progress and Detail 
their Travels in The Bicycling World. 

Readers of the Bicycling World will be 
able to follow Lester R. Creutz and George 
E. Holt, as they traverse the face of the 
earth on their bicycles. Their pens and 
their cameras will tell their story in these 
columns each week — a story that promises 
much of interest and of adventure. June 
ISth next will see the prospective globe 
girdlers started on their way and they do 
not expect to see home again before two 
years have elapsed, all of which will be 
spent "on the road," or on the steamer, for 
20,000 miles of the 50,000 that they expect 
to cover will have to be traversed by means 
of the latter conveyance, the remainder be- 
ing done a-wheel. 

As previously detailed, their route will 
take them from New York to Liverpool and 
once there the ambitious Illinois cyclists 
will bid adieu to any other form of travel 
except the bicycle until England, Scotland 
and Wales have been covered, followed by 
a jump to Ireland and a second short 
steamer trip to the Continent, arrival at 
which will actually mark the beginning of 
the serious work of the trip. Belgium, Hol- 
land, Denmark and Sweden will be the first 
countries visited in the order named and 
from Stockholm their route will lead them 
to St. Petersburg, in case the Czar's domin- 
ions are not then in the same active state of 
"pacification" that now distinguishes them. 
Otherwise Russia will be given a wide 

From St. Petersburg they will again turn 
southward through Germany, and if the 
former city is not visited the return will be 
made from Stockholm. Proceeding in a 
generally southwesterly course they will 
pass through the "Fatherland," France and 
Spain in an attenlpt to keep winter behind 
them. And in order to do this they ex- 
pect New Year's day 1907 will find them in 
northern Africa. Here again their route 
will depend very largely upon circum- 
stances. If the natives happen to be peace- 
able their itinerary will take them through 
Tripoli, Algeria and Morocco. A white 
man risks his neck by venturing among 
these fanatical Mohammedans at any time, 
but it is practically equivalent to commit- 
ting suicide to do so when they are in a 
state of uprising such as has characterized 
them for several months past. If fortune 
favors they will even tackle the shifting 
sands of the great Sahara desert and under 
the protection of one of the huge caravans 
make their way to Timbuctoo. 

With the advent of spring and mild 
weather they will again start northward, 
taking in Sicily and thereafter ascending 
the Italian Peninsula and so on up through 
Europe in a line parallel to that on which 
they descended previously, making a turn 

eastward to take in Turkey and Greece. 
Thence to Egypt, through the Holy Land 
and then down the Red Sea, making their 
way again a-wheel around the Indian Pen- 



insula, and including Ceylon in their itin- 
erary. Then still eastward through Malay, 
Burmah and Siam to Singapore. Thence 
to Sumatra and Borneo and from there to 


Manila. Japan will ne.xt be visited and 

from there the homeward trip will begin 

with a stop at Hawaii, finally landing in 
San Francisco. 

Waited five minutes on the corner for a 
street car and then had to hang onto a strap 
for twenty minutes more? Would not a 
bicycle have saved you the wait and dis- 
comfort and done you, physically ^nt^ 
mentally, more good? 

Cleveland Motorcyclist will Seek to Create 
new Record — Start from San Francisco. 

Louis J. Mueller, the Cleveland, Ohio, 
motorcyclist, who, for the past year, has 
been consumed with desire to cross the 
continent on a motor bicycle in record 
time, finally has completed arrangements to 
satisfy his longing. The fact became known 
on Wednesday last when Mueller (pro- 
nounced Miller) visited Buffalo, and was 
discovered at the Auto-Bi factory in close 
confab with W. C. Chadeayne, who only last 
year made the journey from ocean to ocean. 

Mueller, however, will not ride an Auto- 
Bi; an Indian will be his mount. But de- 
spite the iact, Cheadeayne gave to him all 
the data which he collected during his stren- 
uous trip, also the benefit of his very varied 

Unlike Chadeayne, Mueller will not start 
from New York and ride westward. The 
Cleavelander will start from San Francisco 
and, of course, ride eastward. It is his in- 
tention to set out about August 1st. He 
will aim to reach New York in thirty days, 
but failing that, he will be bitterly disap- 
pointed if he fails to beat the automobile 
record of thirty-three days. Chadeayne 
made the trip in 48 days, 11 hours, 35 

Mueller is a big, husky chap who knows 
motorcycles from the ground up, and he is 
a road rider of daring type. He gave proof 
of it last August when he rode from Cleve- 
land to the F. A. ,M. meet at Waltham, 
Mass., more than 700 miles, in four days, 
and this despite the fact that on two of the 
four days hard rain fell. 

Weintz Wins Military Championship. 

Louis J. Weintz, of the New York Ath- 
letic Club, who is also a member of the 
Twent3'-second Regiment Engineers, won 
the one mile open bicycle race for the mili- 
tary championship of New York City, at 
Madison Square Garden, last Saturday night 
28th ult. F. ,E. Adams, of the same regi- 
ment, finished second, and Oscar Becker, of 
the Thirteenth Regiment, was third. Time, 
3 minutes 12}4 seconds. As this crack 
"plugger" won both the other championship 
events on the previous night he is unquali- 
fiedly the military champion cyclist of New 

Revival of "Dead Broke" Touring. 

Another "dead-broke" bicycle trip is re- 
corded. Charles Dunlap and Homer Elli- 
ott, two cyclists of Piqua, Ohio, will start 
to-morrow (Sunday) from Pittsburg, Pa., 
for Des Moines, Iowa, the journey to be 
made within twenty-five days. According 
to the conditions of the wager they must 
report in Des Moines with $75 each and the 
rules impose that they must not beg, steal 
or otherwise "bum" their way, but may 
work by any legitimate means. 




it finds the fame of 


more secure than ever. 

National Bicycles have always been appreciated by the dealer or rider who knew what 
a really good bicycle ought to be and who were familiar with the splendid record 
of the National on road and track, and year after year. 

"A National Rider is Proud of his flount," is an old adage. 

It's still trite and true. If not familiar with our latest 

models, we'll gladly inform you regarding them. 

J/ we are not represented in your locality we will he glad to hear from YOU. 

NATIONAL CYCLE MFQ. CO., = Bay City, Mich. 

^^ Hudson Bicycles and D. & J. Hangers 



Model 302 $50.00 

" 303 $50.00 

" 306 $40.00 

" 307 $40.00 

308 $35.00 

309 $35.00 

" 310 $30.00 

" 311 $30.00 

" 312 $25.00 

« 313 $25.00 


Baker & Hamilton, 

San Francisco, Cal. 

Scott Supply & Tool Co., 
Denver, Colo. 

J. W. Grady & Co., 

Worcester, Mass 

Alexander Elyea Co., 

Atlanta, Ga. 


HUDSON riFG. CO., Hudson, Hich. 


^nd;v#roCYCLE REVIEW^ 

Published Every Saturday by 


154 Nassau Street, 



Subscription, Per Annum (Postage Paid) $£010 

Single Copies (Postage Paid) ... 10 Cents 

Foreign Subscription $3.00 

Invariably in Advance. 

Postage Stamps will be accepted in payment for 
subscriptions, but not for advertisements. Checks. 
Drafts and Money Orders should be made payable to 

iSntered as second-class matter at the New York, 
N. Y., Post Office. September, 1900. 

General Agents: The American News Co., New 
York City, and Its branches. 

it'irChange of advertisements is not guaranteed 
unless copy therefor is in hand on MONDAY pre- 
ceding the date of publication. 

^^TMembers of the trade are invited and are at 
all times welcome to make our office their head- 
quarters while in New York; our facilities and 
information will be at their command. 

To Facilitate Matters Our Patrons Should 
Address us at P. O. Box 649. 

New York, May 5, 1906. 

One of Qod's Best Gifts. 

Every once in a while one of those often 
wise, and sometimes amusing, chaps whom 
we call an editor makes the startling dis- 
covery that cycling is "dead." It may be 
that a lowly reporter, having discarded his 
cigarette for the nonce, was first to make 
the "discovery," ahd that his chief has taken 
his word for it and merely elaborated the 
idea. Like as not, the great editor has 
rushed from his home to an ill-smelling 
.street car, or into a very swiftly moving 
car rushing through the very bowels of the 
earth, and emerging, has darted across a 
bu.s}- thoroughfare to bury himself in one 
of those stuffing boxes termed an office. 
Me remembers the day when he could not 
reach a street car, his home or his office 
without literally dodging a procession of 
Iiicycles. Following what the reporter has 
"ilisoovered," the present comparative few- 
ness of bicycles leads him to believe 
that his underling's "discovery" is well 
founded. Accordingly, he editorializes, and 
the men and the women in the street, per- 
force, agree. They, too, recall the time 
when dodging bicycles was a daily practice. 

These editors and these reporters, and 
these men and women are the denizens of 


the big cities. Perhaps the editor's publi- 
cation glows with enthusiastic reference to 
the boom of the automobile. Like as not, 
some of the men and women who once 
rode bicycles are now possessed of auto- 
mobiles. Perhaps they believe them the 
acme of enjoyment. The automobile cer- 
tainly moves more swiftly than a bicycle 

\\^ ever will be moved; it is larger; it is 
"showier; it is noisier; it raises more dust 
. a'nd it costs infinitely more than the silent 
~^w>^-wheeler. Noise, and showiness, and 
expensiveness have been known to alter 
the langle of the mind's vision. The auto- 
mobile is all right; it serves a large purpose, 

- arid at the present moment it looms as large 
in the public eye and in the public prints as 
the bicycle once loomed. And it is being 
overdone as the bicycle itself was overdone; 
its day of reckoning is almost due, and then 
must it go through the fire through which 
the bicycle has passed. 

For the sake of the bicycle, and for the 
benefit of man, it is most unfortunate that 
there ever was one of those booms that lead 
directly to the fire. It brought about the con- 
ditions and made possible the "discoveries" 
and comparisons which enable the editor 
and the reporter, and the unthinking man 
and woman in the street, to fancy that 
cycling is "dead." But cycling is not "dead"; 
it can never die. The world would be infin- 
itely worse if its demise was possible. For, 
though it may seem an exaggerated defini- 
tion, the bicycle stands as one of God's best 
gifts to man. Reverend Henrietta G. Moore 
once expressed this sentiment in happy lan- 

"The bicycle pumps pure air into the 
lungs," she wrote. "Pure air is the divinest 
maker of humans — physically, mentally, 
morally. The bicycle compels good roads; 
good roads inspire other refinements of civ- 
ilization. The wheel is the creator of a 
stronger people and a more beautiful 

The same sentiment was thus voiced by 
the Reverend Francis E. Clarke, President 
of the Society of Christian Endeavor: 

"Why should it be unworthy of the pulpit 
to call the bicycle 'a means of grace?' Its 
invention reveals God's glories in nature to 
a million city-begrimed toilers. The favored 
few cross the continents or oceans to see a 
famous picture, or a lovely landscape, but 
here is a little affair with two wheels and 
some steering gear that can show us over a 
thousand beautiful nature pictures every 
year, and while we are journeying to them, 
give at the same time health, and muscle 
and length of days." 


The gospel of cycling is the gospel of 
sunshine — the gospel of pure air and out- 
door exercise and the change of scene which 
constitutes the mainspring of health, as 
health itself may be said to constitute the 
mainspring of happiness. 

In the lives of many men, there comes 
a time when some of these truths are at last 
forced home. It is usually the time when 
health has gone awry. Then it is that the 
meaning of sunshine, of pure air and out- 
door exercise, and of change of scene are 
emphasized; then it is that the man whose 
bicycle may perhaps have lain long unused 
m attic or in cellar again turns to what 
he knows is an instrument of health that 
is without a peer. Deep down in his heart 
he has always known it, but shall we say 
that laziness has permitted the truth to 
go to waste? Mayhap not even his frame of 
health moves him to make use of the little 
instrument that would perform the mending. 

If affluent, like as not, he has recourse 
to a motor car with its swift rush, its dust, 
its goggles and its whatnot. A motor car 
may provide sunshine, but it cannot repair 
wasted tissue nor pump air into the lungs, 
and too often the change of scene is but a 
confused blur. 

Perhaps he has recourse to golf— a pleas- 
ant pastime and one that takes him out into 
the sunshine, but who will say that it pumps 
pure air into the lungs or offers change of 
scene? Affluent or otherwise, perhaps he 
walks. Health resorts are peopled with men 
and women who, when they do not loll 
behind a hired team, walk; that is to say, 
they dawdle — dawdling is the usual form 
— and the dawdling generally is performed 
over a given cotirse. Nothing is so pitiable 
as a walker at a health resort. Pure air he 
may obtain, but it is not pumped into his 
lungs; the beat of his heart is not 
quickened, the flow of the warm blood that 
purges the arteries of their stagnancy, is 
not felt; the change of scene is limited. 
The walker cannot go far afield and, per- 
force, his change of scene is sadly circum- 

What, then, as a means of health, or 'a 
means of grace' but the bicycle? Its very 
name suggests sunshine — its very use com- 
pels deep breathing that pumps pure air into 
the lungs. It opens pores; it causes the 
warm blood to circulate; and scenes change 
with the mood of the rider. No path is too 
narrow to permit it. What wonder then 
that the Reverend Moore and the Reverend 
Clarke should speak of it ecstactically? 
What wonder that it has effected cures, 
even of the dread scourge, consumption. 



when doctors and their drugs have failed? 
What instrument other than the "little af- 
fair with the two wheels and some steering 
■ gear" brings to them those "thousands of 
beautiful nature pictures" with such ease 
and readiness and so economically? Slum- 
bering indeed must be the soul of the man 
who rides, or who ever rode and cannot re- 
call them — that is to say, the man who rides, 
or who rode rationally. What service for 
many men and many homes did not, and 
may not, the bicycle perform? For answer, 
view the groups of young men idling on the 
street corners, shooting ivory balls around 
a green table, or seated idly in closely 
packed stands looking on at this sport or 
that one. 

There is another side of cycling which is 
not given to the dweller of the large cities, 
and which yet tells glowingly why the 
bicycle is not "dead" and cannot "die." It 
is the side of utility. Where trolley 
tracks have not gridironed the town, there 
will be found real recognition and apprecia- 
tion of the bicycle's utility. In such places, 
the dweller must either walk or own a 
horse; walking is slow and toilsome; horses 
are expensive and rarely convenient. Econ- 
omy is one of the cardinal virtues of the 
bicycle. Its convenience, its ever-readiness, 
its celerity, are others; and it is as available 
and as safe for the girl as for the boy, as 
for the woman as for the man. 

There is nothing so good as the bicycle; 
there is nothing so manysided; there is 
nothing that can ever take its place. It is 
the simplest form of locomotion — of plea- 
sure. It is the readiest and most effective 
medium of health and always it is within the 
reach of all mankind. It has not "died"; 
it cannot "die." The men who pen such 
calumnies usually are officed in high build- 
ings, and from high places all things below 
seem of diminished size. Far from expir- 
ing, the past year alone has served to show 
that cycling is regaining the health that 
should belong to it, and that always would 
have belonged to it but for that giant wave 
of frenzied interest and use which so quickly 
carried it to a height from which it toppled; 
and from such heights any other means or 
instrument must have toppled when borne 
upward with such an irrational rush. 

The sale of bicycles has increased; the 
tide of exportation of bicycles, which was 
so long at ebb, has turned at last, and once 
more that department of the industry is 
on the up grade. There are more bicycles 
being used, and every day is seeing more 
of them purchased, or brought from their 
cob-webbed resting places. More cycling 

clubs are being formed, and more real in- 
terest — and live and rational interest this 
time — is being displayed than for a term 
of years. 

As for that comparison with the automo- 
bile, which is the favorite comparison of the 
prints and the populace, let it be enough 
to say that within recent weeks the sworn 
testimony of one highly positioned in the 
automobile industry has brought out the 
fact that during the past three years 30 of 
the largest and most prominent plants de- 
voted to motor cars have produced only 
some 47,000 vehicles. In the same period 
of time, some 20 bicycle factories have pro- 
duced hardly less than 750,000 bicycles. 
Against the comparison, let there also stand 
the proven statement of a cyclist in one of 
the smaller towns — that in his community 
there are 200 automobiles and 2,400 bicycles 
actually in use. The situation is the same 
the world over. The bicycle is the mount 
of the people. It outnumbers all other vehi- 
cles and numerously. 

Better than all the printed statements of 
editors in high buildings, and better than 
the unthinking prattle of men in the street 
will these figures repudiate the charge that 
there is anything the matter with cycling. 
Cycling is distinctly all right. The only 
thing that ever was the matter with it was 
that epidemic which properly was termed 
the "bicycle craze." 

If he or she will but see it, the man or 
the woman who owns a bicycle and does 
not ride it, or who can purchase one and 
does not purchase it, is putting aside one 
of God's best gifts to man or to woman — a 
gift that makes for sunshine, for health, for 
happiness and for all-around utility such 
as the world knows not in any other shape. 

If there be those who maintain that 
cycling is "too much like work" — and we 
have heard them lift their voices — the motor 
bicycle awaits their welcome. With it they 
may attain the sunshine, pure air and many 
more "thousands of beautiful nature pic- 
tures" and may yet pedal and pump air into 
their lungs and cause the blood to course 
freely, and whenever they will and where. 

The "bicycle idea" will not down. In 
one form or another, or both, it must en- 
dure to the end of time; it is a gift too 
great to pass or to be suffered to pass. 


Tell that friend of yours that if he quit 
taking those pills and got out in the sun- 
shine on his bicycle occasionally, he'd feel 
a whole lot better and stay so — and the 
bicycle will be a good deal pleasanter to 
"take," too. 

May 6 — Brooklyn, N.Y. — Brooklyn Motor- 
cycle Club's open century run, Brooklyn to 
Patchogue and return. 

May 6 — Jamaica, L. I. — Edgecombe 
Wheelmen's ten-mile road race on Hoffman 
boulevard; closed. 

May 6 — Camden, N. J. — Atlantic Wheel- 
men's sixty-mile road race to Atlantic City; 

May 13— Valley Stream, L. I.— Roy 
Wheelmen's ten-mile handicap road race; 

May 20 — Valley Stream, L. I. — Century 
Road Club Association's fifteen mile handi- 
cap road race; open. 

May 30. — Detroit, Mich. — Detroit Wheel- 
men's annual twenty-five-mile handicap road 
race on Belle Island; open. 

May 30 — Washington Park, N. J. — Bicycle 
race meet; open. 

May 30 — Chicago, 111. — Chicago Motor- 
cycle Club's race meet. 

May 30 — -Spokane, Wash. — Spokane Ama- 
teur Athletic Club, track and road races. 

May 30 — Newark, N. J. — Eighteenth an- 
nual Irvington-Milburn twenty-five-mile 
handicap road race; open. 

May 30— Salt Lake City, Utah.— Opening 
race meet Salt Palace saucer, and annual 
twenty-five-mile road race. 

May 30— Atlantic City, N. J.— Atlantic 
Wheelmen's twenty-five mile road race on 
Pleasantville-May's Landing course; open. 

May 30 — Grand Rapids, Mich. — Grand 
Rapids Bicycle Club's fifteen-mile handicap 
road race; open. 

May 30 — Chicago, III. — Century Road 
Club Association's annual twenty-five-mile 
handicap road race; open. 

May 30— New York City.— New York 
Motorcycle Club's annual hill-climbing con- 
test; open. 

May 30 — Newark, N. J. — Vailsburg board 
track meet. 

June 10— Valley Stream, R. I.— Roy 
Wheelmen's fifteen-mile handicap road race; 

June 17 — Valley Stream, L. I. — Century 
Road Club of America's twenty-five-mile 
handicap road race; open. 

June 30-July 3 — F. A. M. annual tour. New 
York to Rochester, N. Y. 

July 2-3 — F. A. M. annual endurance con- 
test, New York to Rochester, N. Y. 

July 4 — Milwaukee, Wisconsin — Milwau- 
kee Motorcycle Club's race meet. 

July 4 — Atlanta, Ga. — Track meet at Pied- 
mont Park. 

July 4 — Valley Stream, L. I. — Century 
Road Club Association's twenty-five mile 
Long Island derby. 

July 4-6 — Rochester, N. Y.— F. A. M. an- 
nual meet and championships. 

July 8 — Valley Stream, L. I. — Century 
Road Club of America's ten-mile road race. 


J 55 





Good Finishes but few Stars at Opening 
Meet — Police Commissioner Present. 

There was little eclat at the re-opening 
of the time-honored and time-worn — the 
latter best expresses the condition of its 
surface — Vailsburg (N. J.) board track on 
Sunday last, 29th inst. Not that the "fans" 
did not want to usher in the season by 
"whooping things up," but when they took 
their seats the people were confronted by 
two warning signs, one in front of the 
grandstand and the other at the bleachers, 
which bore the admonition: "Spectators are 
requested not to make any unnecessary 
noise." The reason for these warning 
signs is too well known to be detailed. The 
tip had gone around that the police would 
again this year, as they did last, put a stop 
to Sunday racing, but whoever sent out the 
information evidently had imbibed not 
wisely but too well. The only policeman 
anywhere near the track was a special offi- 
cer on the outside of the grounds, who sat 
on the curbstone while the races were in 
progress. Police Commissioner Castle oc- 
cupied a seat of honor in the grandstand 
and was an interested spectator, and now 
there is small prospect that Sunday racing 
will be interfered with, for the police com- 
missioner sealed his approval of the races 
by thus sagely expressing himself: 

"There is no more harm in Sunday bicycle 
races than there is in Sunday golf. Sunday 
golf is a rich man's sport, while Sunday 
bicycle racing and Sunday baseball are for 
the poor man. If one should be counten- 
anced, so should the other. If all the meets 
are conducted as well as the one here to- 
day, I can see no cause for objection." 

One can not conscientiously avow that 
the first meet of the season was unquali- 
fiedly a success. It was so, in some respects 
and in others the reverse was the case. Last 
year the opening meet attracted nearly 4,000 
spectators; last Sunday the figures hovered 
closer to 2,000. ' 

To begin with, the average "fan" must 
have excitement, and plenty of it. If it 
be not furnished him, his interest lags, be- 
rnmes dormant and finally dies, taking his 
presence with it. So to keep a cycle racing 
"fan's" interest at fever heat he must be 
furnished with the best racing that it lies 
within the power of the promoter to afford. 
It is not to be denied that a large percent- 
age of Newark's race-goers attend for the 
primary purpose of seeing amateurs ride. 
Amateur riders furnish as thrilling sport, 
and much cleaner, by far, than professionals, 
but from a gate office standpoint the only 
way to draw crowds, paying crowds, is to 
furnish a cracking good card of profes- 
sional races, as well as amateur events, 
on which the names of those riders who 
have made the track famous appear as com- 

There was a noticeable lack of first-raters 

in the two professional events at the track 
Sunday. Excepting W. S. Fenn, the Bedell 
brothers and Floyd Krebs, the others were 
either "has beens" or "to be's." The one 
mile open was contested by nine riders, 
only, five in the first heat and four in 
the second. W. S. Fenn won the first with 
Menus Bedell and George Glasson next in 
order. In the second heat John Bedell and 
Floyd Krebs finished in this order. In the 
final heat Fenn, who, by the way, has had 
no training since the season closed last 
year, rode a good race, but was unable to 
do better than third, John Bedell finishing 
first, and his brother second. Fenn fought 
off a jump on the part of "Herr" Krebs in 
the backstretch of the last lap and his ef- 
forts apparently were too much for him. 

He gave a better account of himself in 
the two mile handicap in which there were 
eight starters, the Bristol man being the 
lone occupant of scratch. Al. Guery, of 
Newark, was placed away out on the 250- 
yard mark and led for the first three laps, 
when George Glasson took up the running 
for two rounds. Then Teddy Billington, the 
only one of the recently turned amateurs 
who had sufficient courage to line up with 
the money chasers in a straightforward 
manner, led for two laps and earned his 
first two dollars as a profesional. Billing- 
ton was well received amid the shuffling 
of feet, which, in lieu of cheering, was con- 
sidered the effete ovation. The last lap 
saw some changing of positions. Krebs was 
seized with an innate desire to lose the 
bunch and started away as if the devil was 
after him. The allegorical imp was not, 
however; it was only Fenn. The pair came 
around the last turn with the erstwhile "Fly- 
ing Dutchman" slightly in the lead, but by 
a pretty sprint the "Boy Wonder" that was 
once upon a time long, long ago, moved up 
alongside and beat his opponent to the tape 
by about a foot. Menus Bedell beat John 
in a blanket finish for third place and 
Charles Schlee got fifth. 

Rupprecht, Franks, Ashurst and Zanes, 
the recently turned amateurs, did not ride, 
although some of them were at the track 
and took pains to explain that they are 
trying to be reinstated as amateurs. If they 
are, there will be a noticeable dropping off 
of amateurs. 

The amateur events were well filled and 
afforded good sport. There were "only" 
thirteen added starters in the five mile han- 
dicap, with three trial heats at two miles 
and the final. Henry Vandendries was the 
lone scratch man in the first heat and he 
failed to make good. He -had been touted 
in the New Jersey papers as being "the" 
■star of the meet, but however good the 
New Yorker thinks he is, his riding at Vails- 
burg Sunday demonstrated that he requires 
a trifle more speed to connect with the long 
markers from scratch. Vandendries sat up 
before the bell lap. Louis J. Weintz, of 
the New York Athletic Club, who won the 
title of military bicycle champion last week, 
started from scratch in the second heat 
but also failed to qualify. Watson J. KIuc- 

zek, champion of the Roy Wheelmen, was 
Weintz's co-marker and he did most of the 
jjulling. Kluczek tried to go the distance 
alone after awhile but failed to get in. 
Jacob Magin, of the National Turnverein 
Wheelmen, was the sole scratch man to 
qualify, and even he was not placed in the 
. final, although it was not the fault of Mar- 
tin Kessler, of the Edgecombe team. 

There were two spills in the final heat 
and in one of them Kessler went down with 
several others. He remounted and set out 
to pull Magin up to the long markers. After 
repeated warnings from the officials Kess- 
ler quit. In the final heat Edward Siebert 
and C. Anderson, who had a long handicap, 
alternated pace and led for two miles 
when August Huron and' Adam Beyerman 
got into the running. At 2j4 miles Kessler 
began his pacing the back-markers and his 
work was so effective that Magin was en- 
abled to mix with the bimch at the four 
mile turn. Henry Larcheveque, of the 
Roys, led at the fourth mile, when Huron, 
of the same club, took up the running and 
led at the bell followed by George Cam- 
eron, the sturdy plugger of the Eighth Reg- 
iment. By a well-timed sprint on the stretch, 
Frank W. Eifler, of the Century Road Club 
Association, beat out Cameron, Adam Bey- 
erman crossing third. Larcheveque finished 
a good fourth. The time was 4:47j^. 

Louis J. Weintz, of the New York A. C, 
won the half-mile open for amateurs, with 
Jacob Magin, second; George Cameron, 
third, and J. Watson, fourth. 

The meet was conducted by the Bay 
View Wheelmen, of Newark, one of if not 
the largest cycling clubs in the country and 
most of the officials were taken from its 
ranks, although A. G. Batchelder, president 
of the National Cycling Association, acted 
as referee, and R. F. Kelsey, chairman of 
the Board of Control and John C. Wetmore, 
the official handicapper, had positions along 
the track. The summaries: 

Quarter-mile novice— Final heat — Won by 
Gustave Duester, C. R. C. A.; Walter Ral- 
eigh, Brooklyn, second; Harry Gottschalk, 
Bay View Wheelmen, third. Time, 0:34. 

Half-mile open, amateur. Final heat — 
Won by Louis J. Weintz, New York A. C; 
George L. Cameron, Eighth Regiment, sec- 
ond; Jacob Magin, National Turnverein, 
third; J. Watson, Newark, fourth. Time, 

Five-mile handicap, amateur — Final heat 
won by Frank W. Eiffler, C. R. C. A. (170 
yards) ; George Cameron, Eighth Regiment 
(235 yards), second; Adam Beyerman, New 
York (100 yards), third; Henri Larcheveque, 
Roy Wheelmen (260 yards), fourth. Time, 

One mile open, professional — Final heat 
won by John Bedell; Menus Bedell, second; 
W. S. Fenn, third; Floyd Krebs, fourth. 
Time, 3:19. 

Two-mile handicap, professional — Won 
by W. S. Fenn (scratch); Floyd Krebs (40 
yards), second; Menus Bedell (80 yards), 
third; John Bedell (20 yards), fourth; Chas. 
Schlee (120 yards), fifth. Time, 4:47Vs- 



About the Bicycles of 1906 

Nowadays there's not much room for 
change or improvement in bicycles. In the 
18 or 19 years during which the safety type 
of bicycle has been on the market, it would 
appear rather a sorry reflection on the in- 
genuity of those concerned with them had 
they not reached that state of comparative 
perfection beyond which man's effort is 
practically unwailing. It would be as rea- 
sonable to expect marked improvement or 
startling change in carriages. The bicycles 
of yesteryears, some of which are here de- 
picted, prove that designers strove long and 
nobly before they reached the present point 
beyond which progress seems impossible. 

Generally speaking, there now are but 
three classes of bicycles — good bicycles, 
"pretty good" bicycles and poor ones and 
even the term "pretty good" is a term of 
doubtfulness. Good bicycles were never 
so good, poor ones never were poorer, 
but it may be added that the latter never 
looked so good. Enamel was never so art- 
fully laid on. It is a suggestive commen- 
tary that rarely is the name of the manu- 
facturet* of these questionable wares placed 
on them. The goods are made to be sold by 
others and the output of some bicycles may 
masquerade under a dozen different names 
and be marketed at a dozen different prices. 

"There's a sucker born every minute." 
This is not a very elegant diction, but it is 
thoroughly expressive of the influence that 
dominates the production and sale of these 
cheap bicycles. The people that place them 

on the market are "after" those "suckers." 
They are their legitimate quarry. A $14.19 
or a $19.14 or some other odd price attracts 
the sucker and if the bicycle looks good 
and is befogged by high sounding descrip- 
tion, the rest is easy. That such merchan- 
dizers know their game, is evidenced by the 
one rule that invariably governs their order 
to the bicycle manufacturer and which is 

"We don't care how the bicycles are made 
or what they are made of, but they must be 
cheap and they must look good." 

It is merely another form of the "gold 
brick" game which is not by any means 
confined to cheap bicycles. There have 
been lots of men who brought themselves 
to believe that the gilt brick offered them 
for say $19.14 really was gold. 

Save to sound a note of warning — for the 
"gold brick bicycle" has served mightily to 
injure the cycling interests — it is not the 
purpose to here deal with bicycles the sole 
reccommendation of which is that they 
"look good." 

The bicycles that help cycling and make 
cycling truly pleasurable are the good 
bicycles — the high-grade bicycles that bear 
the badges of honor — the established name- 
plates of the manufacturers who actually 
produce them and the equipment of which 
is in keeping with their reputations. These 
bicycles command their price because they 
are worth it. In contradiction to the other 
kind, they not only look good, but are as 

good and as safe as they look. It takes 
more labor and time to produce one of them 
than it takes to produce four of the "gold 
brick" variety and the cost of equipment 
probably will average five times as much. 
As has been suggested, there is little room 
for change or improvement in such bicycles, 
but small as it is, the improving effort is 
not lacking or always without result. Thus, 
the Pope bicycles and the Racycles, for in- 
stance, are not exactly as they were in 
1905. Their makers found a way to make 
-their frame lines more scientifically correct. 
The frames had given no trouble, but there 
existed that desire to attain perfection; 
hence the new lines. They mean only the 
slightest changes of angles — the average 
rider unaided might not detect them, but 
the changes meant expense and they stand 
for progress. Thus, too. Pope has adopted 
here a new spindle hub and there a flush head 
cup, and the Racycle a new and lengthier 
form of reinforcement. It all counts. It proves 
that bicycle makers, the high-grade makers, 
are still alert, still studying, still striving to 
make good goods even better. Nor are all 
bicycles yet alike. One needs but examine 
a Racycle or a National or almost any of 
the others to discover that there is no dead 
level of monotony and that each has more 
or less individuality of its own. And what 
with the increase of coaster brakes and of 
cushion frames, the high-grade models of 
1906 form a striking array combining com- 
fort with pleasure and utility with both. 

When one sets out to accomplish an ob- 
jects and fails, he is usually disappointed. 
Not so with the George N. Pierce Co., of 
Buffalo, N. Y., however. Their's is jubila- 
tion and of the most gladsome sort. For 
several years the Pierce company has been 
endeavoring to discover some means 
whereby their famous line of bicycles could 
be improved upon. That they have not 
succeeded has been the cause of keen grati- 
fication, for it undeniably shows that Pierce 
wheels are like old friends — "tried and true." 
Year before last the Pierce Co., in an earn- 
est endeavor to give the purchaser more for 
his money, asked all their larger agents and 
confidants for suggestions that might aid 

the refining hand in the design of new 
models. The answers all bore the same ex- 
pression, "there's nothing more that could 
be desired for the Pierce." Consequently, 
the most the Buffalo manufacturers could 
do was to give the buyer more for his 
money, and the spring forks, which previ- 
ously "had been a "$S extra," was incorp- 
orated in the higher-priced models gratis. 
During the last twelvemonth the experi- 
ence of the Pierce Co. has been identical 
with that of the year before, that this make 
of bicycle has reached its millenium of per- 
fection and as well as nigh perfect as 
human ingenuity can make it. Therefore, 
the Pierce line for 1906 — comprising ten 

models — is identical with that of 190S, 
and, in fact, identical with the productions 
of the year before. The Pierce Co. still 
believes and always has, that where man is 
concerned, woman also is similarly inter- 
ested, so of the ten models exploited the 
opposite sex has fared well in the distribu- 
tion of models. There is the chainless with 
cushion frame and spring fork, at $80, and 
these chain-geared models, special, at $57.50. 
The roadster, similarly equipped, sells at 
$52.50, and the rigid roadster may be had 
for $40. The racer, the kind that has played 
no small part in the seven years' brilliant" 
success of the National Champion, Frank 
L. Kramer, is listed at $50, while the com- 



Columbia Cushioned Chainless, $100. 

Tribune Roadster, $40. 

Reading Standard Racer, ^50. 

pany also makes a special track pace fol- 
lower, employing a 26-inch front wheel, 
which sells at the same price. Flangeless 
hubs, double plate fork crowns, the crank 
hanger with the left crank and axle in one 
piece, and their patented seat post and han- 
dle bar binders constitute Pierce features. 

Twenty-eight years' experience in the 
building of bicycles has not induced the 
Pope Mfg. Co., of Hartford, Conn., to com- ■ 
placently "rest on their oars." Evidence 
a-plenty in support of the fact is to be 
found in such of their famous products as 
even the 1906 Columbia, Cleveland and 
Tribune. To tell the whole truth, the Pope 
chainless models at from $75 to $100, and 
the $50 and $40 chain geared models have 
■ been practically re-designed. The effect, of 
course, is not startling. Perhaps the casual 
observer would not notice it, but is it none 
the less true, as stated, that the frame lines 
and angles have been recast. In the case 
of the chainless models it has permitted a 
reduction of two pounds in weight, so that 
this type of bicycle is now of practically the 
same weight as the chain model. 

Although produced in the same factory, 
each of the Pope bicycles retain certain dis- 
tinctive features; thus, the Columbia road 
racer is finished in chrisoberyl, the Cleve- 
land in translucent blue, the Tribune in 
robin's egg blue. Similiarly, the Columbia, 
Cleveland, Tribune and Rambler have 'each 
an individual two-piece crank-hanger of 
their own and the equipment likewise is 
distinctive. The Columbia has been fitted 
with the Jacobs hubs, and the Tribune and 
Cleveland with spindle hubs. The Columbia 
and Tribune have also been provided with 
flush head sets and shorter heads and D 
shaped front forks. Some minor refine- 
ments have been made in the good old 

Rambler also, but in general it retains all 
of the characteristics that so long have 
placed the Rambler in a little class of its 
own — the fish mouth and spear head form 
of reinforcement, the "claw" type of crank- 
shaft and sprocket, etc. 

The Pope Mfg. Co. retains its group of 
$25 chain bicycles— the Hartfords, West- 
fields, Stormers, Crescents, Monarchs and 
Imperials — each of which in the words of 
the Pope people "is from designs specially 
drawn for the production of this season's 

If people rushed to their bicycles as 
quickly and as regularly as they rush to 
drug stores, the dividends of the medicine 
makers would shrink sadly. 

For eighteen years Gendron bicycles, 
made by the Gendron Wheel Co., Toledo, 
Ohio, have constituted one of the "land- 
marks" of the industry. They have been 
made, and are being made, without fads or 
frills and sold without fuss and fireworks — 
much like the brook that "goes on forever." 
Gendron bicycles are good bicycles and 
though their makers also produce the Re- 
liance, they are as "twins." They differ 
only in "dress" — in equipment. The one 
lists at $40, the other at $35, and there is 
full value in each of them. Each of the 
models are constructed of one-inch tubing 
and have the prevailing flush head cups as 
well as flush frame joints and employ the 
Gendron two-piece crank-hanger. 

The Gendron company also makes a 24- 
inch Juvenile for boys and a 26-inch Juve- 
niue for girls, in addition to their varied 
assortment of ball bearing velocipedes, tri- 
cycles, pedal propelled miniature "automo- 
biles," "locomotives," and other toy vehi- 

Columbia, 1888. 

Rambler, 1888. 

Victor, 1889. 

Kgcyck PaQemsker, 

Racycle Racer, $55, 

Yak Roadster, $30. 



Reading Standard Road Racer, $40. 

Yale Racer, $50. 

Cleveland Roadster, $40. 

cles designed for the use and pleasure of 
small tots. 

Columbia, 1891. 

Rambler, 1891. 

Victor, 1893. 

The National Cycle Co., Bay City, Mich., 
scarcely needed to proclaim as they do pro- 
claim in their 1906 catalogue, that they con- 
tinue to do as they have done since their 
beginning, i. e., "build good bicycles, and 
good bicj'cles only." There never was. a 
doubt about the goodness of Nationals or 
that the goodness would be diluted. They 
are and always have been a credit to the 
nation and, it may be added, they are the 
sort of bicycles that cannot fail to interest 
the purchaser who desires to be "shown." 
They have features all their own and not 
a faddish or fanciful feature in the lot. Each 
is designed to serve a purpose and it serves 
it, too, and has served it for a term of years, 
for the Michigan factory has found it im- 
possible to improve upon 1905 models, so 
this year their riders will find themselves 
as well suited as last year. 

Ten models offer a wide range for selec- 
tion. Models 82 and 83 are roadsters and 
list at $40, while Nos. 84 and 85, employing 
the cushion frame, sell for $50. Models 
88 and 89 are cushion frame chainless, sell- 
ing at $80, while the rigid chainless (model 
87) also remains the same price as last 
year, $70. Racing cyclists who ride the 
National will be glad to know that Model 
90 has changed neither in construction nor 
in price, $50. The National racer's special 
blue finish, with red head and aluminum 
finished rims, set off with a blue stripe, 
make it "a thing of beauty and a joy for- 
ever," and well worthy to bear the name 
Nationah The National pace follower, 
rnodel 90 special, while designed as a track 
wheel, is sufficiently strong for daily use 
on the roads as it does not employ the pro- 

verbial straight front forks, consequently 
is "limber enough to take any and all 

Some of the features which are original 
with the National people are (1) the crank- 
hanger bearing, which is complete in itself, 
and is independent with the frame of the 
machine, it is practically dust-proof and per- 
mits a lateral adjustment to insure perfect 
alignment of the sprockets; (2) the chain 
adjuster, which was patented in 1903 and 
has been used ever since, in which the ad- 
justment of the chain is controlled .by two 
scrolls, working in unison over the teeth 
on the rear fork ends, at all times making 
the axle locked in position; (3) the seat 
post binder, which avoids the use of coun- 
teracting threads, has but two parts — the 
nut which fits in the top of the frame fit- 
ting and the circular spring wedge which 
clamps and holds the post when the nut is 
screwed down; (4) the sprocket fastener 
which makes a fastening that is positive 
and will not work loose by hard usage; and 
(5) the National spring forks, which are 
made up of a double crown and two coun- 
teracting springs which are contained in the 
fork stem. It weighs only four ounces 
more than the regular fork and is supplied 
as an option at $5 extra. 

"There is more exercise, more fresh air 
per minute, more sport, more tingle of 
achievement to be had on a good bicycle, 
than in any other form of outdoor life." — 
Albert Edward Winship, L. D. 

Among the names the utterance of which 
is calculated to induce the cyclist "to sit up 
and take notice," there is one that rarely 
fails of that purpose — the Racycle. The his- 
tory of the Racycle is not the history of 

Snell Light Roadster, $35. 

Ladies' Racycle, $40. 

Racycle Roadster, $40, 



Hartford Roadster, $25. 

Royal Reading, $30. 

National Racer, $50. 

other bicycles. It made its appearance at 
about the time the unfortunate boom was 
petering out. Its makers, the Miami Cycle 
& Mfg. Co., of Middletown, Ohio, had 
tasted neither the sweets of that period of 
that period of frenzied but unparalleled 
prosperity, nor had they felt any of the . 
bitterness that came after. They had no 
traditions to which they must uplive, or 
which they must outlive; theirs was all 
fresh and undiluted energy and enthusiasm. 
How well and how widely it was directed 
the proud position which the Racycle has 
attained, and the great measure of popu- 
larity and sale which it enjoys, and has en- 
joyed, is all sufficient evidence. 

The 1906 Racycle is convincing proof that 
its makers are still thoroughly wide-awake 
and losing no position to make their posi- 
tion secure. The new models bear plentiful 
proof of the work of the refining hand. 
While to the ordinary eye it may not be 
apparent, the frame lines and angles have 
been wholly altered, and are now even more 
scientifically correct than previously was 
the case. The tubing of which the frame is 
formed, is also heavier, being of 19 gauge 
instead of 20 gauge as formerly. The rein- 
forcements and the heads likewise have 
been made of heavier stock and the forks 
are wider. 

It goes without saying that the Racycle 
people are exploiting with no diminished 
aggressiveness the special features that have 
served to make their product famous. The 
crank-hanger is, of course, the great big 
feature. With the bearings located in the 
bosses or shoulders of the cranks and there- 
by placed outside the sprocket on the 
sprocket side, the direct pull and perfect 

balance that is afforded is made the most of. 
The claim that this form of construction re- 
duces by 27 per cent, the friction on the 
bearings is repeated as aggressively as of 
old. The fact that the construction of the 
hanger forms also a magazine or reservoir 
which is charged with 10,000 miles of oil 
before leaving the factory, and that the 
bearings thereby are constantly running in 
oil, is another detail which is exploited 
handsomely. The manner in which this 
form of construction permits the use of 
large sprockets front and rear, and the bi- 
plane or flange sprockets, are likewise 
emphasized to correspondingly good ad- 

For 1906 the Miami Cycle & Mfg. Co. is 
producing the Racycle in 10 models, viz.: 
Pacemaker, model 110, rigid frame, $65; 
Pacemaker, model 110 A, cushion frame, 
$75; Racer, model 111, $55; Roadster, model 
112, rigid frame, $50; Roadster, model 112 
A, cushion frame, $60; Ladies,' model 113, 
rigid frame, $40; Ladies', model 113 A, 
cushion frame, $50; Roadster, model 114, 
rigid frame, $40; Roadster, model 114 A, 
cushion frame, $50; Rigid Roadster, model 
115, $37.50. 

The equipment of the Racycle is of" the 
same high order that has always character- 
ized it; it includes the Persons Mfg. Co.'s 
Maximus saddles — the most expensive sad- 
dle produced in this country — and of which 
the Racycle manufacturers have the exclus- 
ive use. 

Never felt so well as when you rode a 
bicycle, eh? Then why not continue to feel 
as well? Surely you will not admit you're 
too lazy to bestir yourself for such a 

There are so many good things to be said 
about the Yale bicycle, the product of the 
Consolidated Mfg. Co., Toledo, Ohio, that 
to enlarge upon any specific one would 
make the others appear of less merit, which 
is vmdoubtedly not the case. There always 
has been an indescribable something about 
the Yale that has made it popular with not 
only racing men, but with those who use 
the bicycle for pleasure and business. It 
may be the irresistible charm of its graceful 
lines, perhaps it is its rakishness which is 
a typical suggestion of speed; it may be 
its unvarnished record for stability, but 
whatever that "something" is that has made 
for the Yale the continued popularity it 
has enjoyed, is well deserved. 

Drop forgings are freely used in all the 
Yale models, which are produced listing 
at $50, $35 and $30, and on the racer, the 
highest-priced, the head lugs, the seat-post 
cluster, rear fork tips and top of fork crown 
are all forgings, and the Yale two-piece 
crank hanger forms not an unimportant 
place in its make-up. The tubing in the 
main frame of this model is somewhat 
smaller than that employed in other makes; 
it is less than an inch in diameter — 15/16 
inch, to be exact — not much, 'tis true, but 
sufficient to give it the appearance of pos- 
sessing unlimited capabilities as regards 
speed. The model listing at $35 incorporates 
the above-mentioned forged parts and the 
two-piece hanger, but the frame is of one- 
inch tubing, and the equipment, quite natur- 
ally, differs. The $30 model lacks the forg- 
ings, but is considered "an excellent buy." 
There's Yale bicycles, too, for the boys and 
the girls. They list at $25. 

Although the Snell bicycles are not so 
widely known, the fact that so many of 

Yale-Snell Juvenile, $20-$2S. 

Crescent Roadster, $25. 

Emblem Light Racer, $40. 




National Roadster, $40. 

Royal Reading, $30. 

Snell Roadster, $30. 

them are in use conveys its own moral. They 
are produced by the same manufacturers. 
As regards general construction, the Snell 
machines are exact duplicates of the Yales 
with the exception that their finish is dif- 

of these machines are made up of one-inch 
tubing. The $40 and $50 models also include 
D & J crankhangers and Thor racing hubs. 

Why walk or ride in a "stuffy" street car 
when you can get there quicker and more 
pleasantly on a bicycle. 

"Business bicycles that appeal to those 
who buy on business principles — bicycles 
that bring to the purchaser large dividends 
whether they be used for business or for 
pleasure." This is the crisp, terse descrip- 
tion given by the Reading Standard Cycle 
Manufacturing Co., Reading, Pa., of their 
1906 product — a description that cannot well 
be bettered. 

The company is composed of hardheaded 
and successful business men and their 
words, therefore, carry weight. They have 
been building bicycles for a good many 
years, and have not only acquired the know- 
how, but are well able to gauge the desires 
of the public. It is one of their boasts that 
the Reading Standard is absolutely devoid 
of mere frills, although as a matter of fact 
they have acquired one "frill" of which 
they are rightly proud; that is the record 
of 50 miles an- hour, made on their racer by 
Harry Caldwell, the Manchester giant. That 
model, which weighs but 21 pounds, and 
lists at $50, has since become quite generally 
known as "the 50 mile an hour wheel." 

The other Reading models are, Reading 
Standard Road Racer, $40; Royal Reading 
Roadster, $30; Women's Royal Reading, 
$30; Reading Special Roadster, $25. All 

"Frequent, moderate bicycle riding is the 
best tonic for perpetual youth yet discov- 
ered. When young women wake up to this 
fact we can bid adieu to the term 'old 
maid.' "—Charles S. Fisher, Jr., A.M., M. D. 

In all America, there is no line of bicycles 
more complete than that made by the Hud- 
son Mfg. Co., Hudson, Mich., which this 
year is more complete^which means wider 
latitude of selection — than ever. Two new 
Hudsons were added to the line, making 
ten different models in all. They constitute 
a "nifty" lot. All are good lookers, of full 
value and as a whole the Hudson line is 
characterized by that grace coupled with 
the light weight that still decides so many 
purchases. Models 302 and 303 are racers 
and list at $50, while Models 306 and 307 
are semi-racers weighing 22 pounds; they 
list at $40. Then there are two models, 
each of the roadsters — one for men and 
the other for women — that are catalogued 
at, respectively, $35, $30 and $25. One-inch 
tubing is used in the main frame of each 
model, the reinforcements being such that 
they are featured. The famous D & J 
crank-hanger — which is also sold separately 
— is strongly featured in the $50, $40 and 
$35 models. 

Headache? Nervous? You need outdoor 
exercise — that's what's the matter with you. 
There's no exercise so good as cycling. 

ii bound to be apparent in the finished pro- 
duct. That's the reason we have always 
been enabled to build strictly high-grade 
bicycles," is the way the Emblem Mfg. Co., 
of Angola, N. Y., expresses itself. This 
heartiness is explained by the fact that the 
workmen are stockholders in the company, 
and therefore naturally have an interest in 
the quality of the work they produce. Em- 
blem bicycles are this year produced in nine 
models, offering a wide range of choice 
for the purchasers. Model 63 is a cushion 
frame roadster and lists at $50. The Em- 
blem Co. makes two styles of racing wheels, 
one a pace following machine with straight 
front forks and a 26-inch front wheel, and 
the other. Model 51, the regulation track 
racer; both are catalogued at $50. There 
are four model roadsters, two for women, 
each selling for $40. Two juvenile wheels 
are made, listing at $25. One-inch tubing 
is used in all the models except those for 
women, in these \y% inch tubing in the main 
frame is employed. Some of the Emblem 
features are reversible or double cones, one 
piece hangers, dust-proof hubs, and detach- 
able sprockets. 

"When the heart is in the work the effect 

Cyclists who are students of the Bible 
may be surprised to learn that the prophet 
Isaiah provided a good cycling text. An 
English clergyman has discovered one in 
chapter 5, verse 8; "Their wheels like a 
whirlwind." On this he founded his sermon, 
that on learning to ride trust and perse- 
verance were gained, to say nothing of con- 
fidence. That the cyclist had to learn to 
look in the direction in which he was going, 
while side-slips provided an obvious moral. 
Moreover, the use of brakes indicated com- 
mon-sense and prudence. 

( ^ 

~'~F" "t 



Emblem Roadster, $30. 

Racycle Roadster, $37.50. 

Yale-Snell Juvenile, $20-$2S. 






The Delights of Coasting and the 
Means to that End 

There's "a something" about coasting that 
is difficult to define. It is "all there," how- 
ever, and no matter how many years have 
rolled over their heads, the old children as 
well as the young take boundless delight in 
the sensation. It is that feeling of swift, 
easy, gliding motion, without effort and 
without resistance; the forced draught of 
sweet air surcharged with ozone; the glit- 
tering flash of passing objects; and the 
sense of quitting the finite for the realm of 
the infinite, that quickens the heart, tingles 
the nerves and rustles the whole being into 
thrilling delight. 

And somehow, bicycle coasting seems to 
eclipse all the other methods and approx- 
imate more closely the boundless flight of 
the unfettered bird than anything which is 
placed within the reach of every man, which 
he may, at will, stretch out and grasp. For 
however much the delightsomeness of ped- 
aling the bicycle may appeal to the rider, 
the turn of the road which brings him an 
opportunity to relax his muscles and glide 
along a descending grade with gathering 
momentum, exerting only the half-conscious 
effort of guiding his mount, is ever a wel- 
come one. Suddenly life seems to have lost 

all its weight, and the spirits rise with each 
bound of the wheel to increased speed, until 
the nearest possible and rational approach 
to the extermination of self, which the fakirs 
seek in Nirwana, is attained. 

But coasting as indulged in on the old 
high wheels, was perilous work. A rolling 
stone, a crooked rut or a patch of soft sand 
encountered and the sensation of flight was 
made even more natural by a touch of real- 
ism, ending in a thud. Compared to this, 
coasting on a safety, with feet outstretched 
upon the brackets, was a luxury indeed. Yet 
there were times when the element of dan- 
ger entered largely into the sport, and the 
loss of control heaped rider and mount in 
one confused mass of metal and man, ludic- 
rous to behold and sad to experience. Not 
until the advent of the coaster brake made 
it possible for the rider to coast with his 
feet on the pedals in riding position, having 
full control of the machine at all times, 
with power alike to increase or decrease 
his speed at will, was given the ripest and 
fullest joy of the pastime. 

What the coaster brake has done for 
the bicycle, for the cyclist, and for cycling, 
only those who have used it can testify. 

For not simply has it made coasting easy 
and safe, but it has developed a knack of 
seeking out all the little declivities which 
the rider, of himself would hardly notice, 
and literally compelling him to stop ped- 
aling when there is no need of the work. 
Hence, it conservates his energy, and 
greatly relieves the monotony of his exer- 
tions. Verily, the rider who does without it 
is missing the pith of the whole matter and 
losing half the fun of the thing. It is small 
wonder that nowadays bicycles minus 
coaster brakes are becoming rare. 

As to this year's presentments, but little 
modification is to be noticed in them from 
the developments of a year ago. Yet this 
by no means indicates any measure of stag- 
nation. Rather it goes to prove that among 
the older and more standard makes, at least, 
that state of growth has been reached which 
will permit of no further improvement tak- 
ing tangible shape, during the present state 
of the art. In other words, as nearly as may 
be, and to all intents and purposes, they 
have reached a state of perfection, and no 
changes are necessary. They are complete, 
and their lack of alteration endorses the 

First, last, and always in the field, the 
"good old" Morrow, aptly has earned the 
title "the daddy of coaster brakes" which 
so often has been applied to it. For it 
stands for all that is matured and complete 
in the coaster brake line of industry. And, 
of course, the Eclipse Machine Company, 
of Elmira, N. Y., which underwent so much 
first of all, in perfecting the type, and sec- 
ond in overcoming the prejudice which wel- 
comed it as it has all other new things, 
I good and bad, is reaping a goodly 
harvest as a result of the early missionary 

Mechanically, there is nothing to be said 
in the way of criticism of the Morrow. Me- 
chanical perfection may be an impossibility 
in theory, but to the human eye, it is fre- 
quently achieved in the arts, and this is a 
good example of that close approximation 
which is absolute in its semblence to the 
unimproveable. In the first place, when 
driving, all the parts are locked together 
with absolute precision, there being no pos- 

sible chance of any slipping or yielding 
in any part — a most important factor, since 
in this capacity the hub must do its greatest 
amount of work, and its most important 
work, too. By the use of the familiar screw 
and wedge principle, the forward motion 
of the sprocket secures the outward ex- 
pansion of the driver rings thus forcing 
them against the outer shell which is the 
hub proper. 

As to the two other functions, the coast- 
ing and braking elements are in no wise in- 
ferior in their method of action to the posi- 
tive drive. In coasting, the opposite of the 
driving action is secured, as a result of 
which the wedges are withdrawn by the 
screw on the driving spindle, and the pres- 
sure upon the interior of the hub is thus 
released allowing the wheel to run free of 
the driving mechanism. Any backward pres- 
sure upon the pedals causes a further travel 
of the nuts upon the spindle screw, which, 
in turn, brings into action the brake sleeve, 
the area of which is so great that an ex- 

tremely powerful retardation may be ac- 
complished at the expense of the slightest 

The use of the circular retainer to hold 
the segments of the driving clutch together, 
which has superceded the older method of 
pinning them in place, is a feature which is 
of no mean importance, since it obviates 
the occasional tendency to breakage which 
formerly was experienced. Also, the new 
method of locking the axle bushing fast 
to the axle by means of a slotted arrange- 
ment of the bushing with a corresponding 
interlocking part on the axle, serving to 
prevent undue gripping, is by no means a 
trivial improvement. 

Next to success in schemes of design, 
naturally, success in manufacture, is an all- 
important essential in the production of any 
article, and in this respect, the Morrow 
stands where it stands in the field of design. 
Absolute interchangeability of parts, to- 
gether with that rigidity of inspection which 
alone can secure the attainment of an en- 



viable reputation, is assured. To secure 
what is reliable and efficient in its work, is 
the first consideration of the buyer, no mat- 
ter what his purchase may be, but also, 
the knowledge that in the event of any un- 
toward mishap causing an affliction in any 
part, he can replace that part with certainty 
and dispatch, must invariably be a second 
and equally strong consideration. And in 
this also, the Morrow asserts its excellence. 

Why walk when you can ride? Get out 
your bicycle. You'll go further, see more 
and feel better. 

this means, the uncertain and by no means 
pleasant "kick-off" required by some de- 
vices of the sort is avoided, and all un- 
necessary grippings and undue friction be- 
tween the parts is done away with. 

Neat, compact and hardly larger than the 
old type of plain hub, the Corbin, in com- 
pleteness of design and serviceability of 
action, can be characterized, perhaps, in no 
better way than by the one vernacular syl- 
lable "slick." And when a machine equip- 

In nicety of contrivance, probably the 
Corbin is unsurpassed. Ball bearings carry 
all the moving parts, no matter what the 
action at the time, and the coasting and 
braking functions are as positively and cer- 
tainly performed as that of the simple driv- 
ing effort. A threaded sleeve fixed to the 
sprocket, and riding upon the spindle, en- 
gages the threaded interior of a friction 
cone which is adapted to bear against the 
outer shell of the hub. By the action of 


the idea by daily intercourse with the ma- 
chine that he forgets to wonder. And yet 
the watch does no external work. The 
spring simply unwinds, and the wheels go 
round. That is all. When, however, it 
comes to an arrangement of mechanism, so 
constituted that not simply will it move and 
transmit motion, but that it will receive 
the whole power of a human being, trans- 
mit it without appreciable loss of power to 
a wheel which propells him along the road, 
and which does this at speeds varied ac- 
cording to his caprice, even checking his 
motion at his bidding; and when the mech- 
anism in this "box of tricks" is compacted 
into a casing as big as your wrist and no 
longer than your hand, there is something 
to wonder at. 

A two-speed coaster hub, hardly bigger 
than an ordinary simple hub, was, when 
first produced and still is, nothing short of 
remarkable. And yet, from continual inter- 
course with it and prolonged use, the rider 
grows accustomed to its action, and soon 
forgets that it is there. He has all the ad- 
vantages of the coaster brake, with the 

driving due to the forward motion of the 
pedals it is forced into engagement with 
the shell, and the action thus secured 
through a positive and shockless connec- 
tion. As soon as the rider ceases pedaling, 
the reversal of this action, causes the cone 
to travel out of contact with the shell, and 
the wheel is thus rendered absolutely inde- 
pendent of the sprocket and drive. By the 
same token, the movement of the cone out 
of engagement with the shell causes it to 
pick up a non-rotating member, by means 
of a series of ratchet teeth cut upon the 
corresponding faces of the two, and re- 
main in positive contact with it. This non- 
rotating member is connected through the 
medium of a pair of dogs with a pair of in- 
ternally expanding brake shoes, which are 
normally held out of contact with their 
drum by springs, but thrown against it with 
the required degree of force by the partial 
rotation of the otherwise stationary mem- 
ber. This effect is produced by a backward 
pressure on the pedals, and is strictly pro- 
portional to the amount of pressure so out- 

The action of the springs beneath the 
brake shoes serves not simply to keep them 
from dragging upon the drum when the ma- 
chine is being propelled forward, but also 
acts to throw off the brake as soon as the 
pressure is removed from the pedals. By 



ped with it also carries one of the front 
hubs which the company has placed on the 
market to match it, and make up for the 
comparatively unimportant difference in ap- 
pearance between the ordinary hub and the 
Corbin, there is nothing to denote the pres- 
ence of extra mechanism in the rear, and 
nothing to mar the beauty and uniformity 
of the mount as a whole. 

Don't tell your troubles to the policeman; 
ride a bicycle and forget them. 

How all the necessary parts are ever to be 
built and assembled and made to run in that 
complex bit of mechanism called a watch, is 
something at which one never ceases to 
marvel until he has grown so accustomed to 

added advantage of the double gear — better 
than two machines in one. In the Standard, 
the device of that name, is found all that is 
superlative in hub construction together 
with a versatility which remains to be 
equalled by any othei- maker. In its evo- 
lution, the Standard Company, of Torring- 
ton. Conn., have achieved that triumph. For 
in completeness of action, it leaves little to 
be desired. 

The variety of purposes which it serves 
by no means brands it as possessing the 
foiables of the proverbial "box of tricks" 
in the sense of a lack of reliability, for it 
embodies a mechanism of recognized merit 
in the world of mechanics, the mere fact 
of its economy of space in arrangement 
constituting the chief point of difference 
between it and numerous forms applied to 
other uses. Outwardly differing but little 
from the common hub, and carrying the 
brake arm used in many types of coaster 
brake, the device ordinarily turns as a ;init, 
the high gear arrangement obtaining when 
the parts are locked together, and the action 
is in every way that of an ordinary hub 
fitted with a high gear. The weight of the 
machine and rider is at all times carried 
upon two sets of ball bearings mounted on 
either end of the spindle, and at no time 
can the position of either gearing or coast- 
ing devices increase its frictional resistance. 

For the low gear, on the other hand, a 



different arrangement is brought into play 
through the releasing of a clutch which 
otherwise is forced by spring tension to 
couple the parts together, and the hub is 
made to turn at a lower rate than the 
sprocket, thus giving the desired reduction. 
In order to accomplish this, the sprocket 
is extended inwardly and is formed into an 
annular gear which, under these circum- 
stances drives a set of planetary pinions 
which are mounted upon studs carried by 
the hub. Within the orbit of these, and 
meshing with them, is a fixed pinion keyed 
to the spindle, about which they are forced 
to travel, since they are made to turn by 
the sprocket gear, and cannot revolve freely, 
which produces the desired effect, the ratio 
between high and low gears being, of 
course, determined by the relative sizes of 
the annular and fixed gears. Sixteen various 
speed combinations are regularly offered by 
the maker for users of the device. 

The coaster brake mechanism is entirely 
separate from the speed-changing arrange- 
ments, and may be applied at any time with- 
out changing speed, and in the usual auto- 
matic way, by simply ceasing to pedal, or 
by pressing in the reverse direction with the 
feet. The operation of changing gear is 
done by simply moving a little lever con- 
veniently mounted on some accessible part 
of the frame, and there is nothing to be 
discovered anywhere in the mechanism 
either too complicated to be practical, or 
too light or fragile to be reliable. 

There's a lot of people in this world who 
would feel a whole lot better and get a lot 
more pleasure out of life if they only knew 
how much better and more comfortable are 
the cushion frame, coaster-brake bicycles 
of to-day than were the "bone-shakers" of 
the "boom days." 

No matter how carefully the materials 
of construction of any mechanical device 
may be selected, and no matter how thor- 
ough and ,skilled the workmanship applied 
to them in its completion may be, it is as 
unavoidable a law as the law of gravitation, 
that wherever two or more parts have rela- 
tive motion, there must be a corresponding 
amount of abrasion or wear between them. 
In a device of the nature of the coaster 
brake, the necessary wear may be much or 
little, depending principally upon the 
method of construction, but always, unless 
some method of compensation is provided, 
an ultimate deterioration must result from 
even the most conservative usage. In the 
brake which the Forsyth Manufacturing 
Company, Buffalo, N. Y., is marketing un- 
der its own name, this tendency is taken 
care of by a simple method, and one which 
at once appeals to the observer as being 
logical and effective. 

This adjustment for wear may be made 
from the outside without dismounting it 
fiom the wheel or in any other way dis- 
turbing it. Thus, not simply may any lost 
motion be taken up, but also, the adjust- 
ment may be made to suit the individual 

taste of the user — an element which is suffi- 
ciently rare in mechanism of this type to be 

In action, there is no possible chance for 
friction to interfere with the smooth run- 
ning of the wheel, as the driving elements 
are firmly locked together by the action of 
the chain tension, and hence, the degree of 
force applied to the pedals also measures 
the locking action of the parts. Mechani- 
cally, this is secured by the transverse travel 
of a driving nut which is drawn over against 
a taper of the hub through the medium of a 
screw upon wTiiclL it rides. 

Of course, when the pedals cease to turn, 
the continued movement of the wheel 
causes the driving nut to travel a fraction 
of an inch in the other direction, just suffi- 
ciently, to relieve its contact with the hub 
cone, and give the free-wheel arrangement 
essential to coasting. Back-pedalling, fur- 
ther traverses the driver across the hub, 
still by a comparatively small amount, until, 
having in its first increment of motion 
picked up a brake plug which is positively 
engaged, it forces the latter to bear against 
the brake shoe overcoming the tension of a 
relieving spring, and applying the brake 
with a force dependent upon the degree of 
pressure exerted. 

As soon as the back-pressure is released, 
the relieving spring throws the brake shoe 
out of contact, and the wheel is free to 
coast without friction, there being no more 
resistance offered to the rotation of the rear 
wheel than there is to that in front. The 
changes from driving to the idle or free- 
wheel arrangement, and from that to the 
braking action are instantaneous and posi- 
tive to the last degree, and the transition is 
so smooth and ready as to be hardly notice- 
able to the rider. ' 

If . riding a bicycle is "too much like 
work," try a motorcycle; it will take you 
far, economically and pleasantly. You need 
pedal only when you feel like it. 

intended, was by no means a sinecure, as, 
indeed, the earlier experimenters discovered 
to their sorrow. It was with the idea of 
reducing and simplifying the elements, and 
securing in them all the qualifications which 
were laid down in the definition without the 
drawbacks of its prototypes, that the de- 
signers of the Atherton set about their 
work. How well they succeeded, many a 
rider knows to his great satisfaction, and 
how well the success has been transferred 
as a benefit to the cycling public, the ac- 
counts of D. P. Harris, of 48 Warren street. 
New York, who markets it, can testify. 

In the first place, a quick and sensitive 
braking action without the admissible pos- 
sibility of gripping to which the elongated 
cone is ameanable, and without the sudden 
shock which must accompany the action of 
flat surfaces brought into contact, is secured 
by the employment of a cone shape of just 
the right pitch. Thus, an easy retardation 
may be effected without shock, yet abso- 
lutely positive in its effect, and consequently 

Another feature which has been most 
carefully worked out in the Atherton is that 
of the forward drive, which, in theory and 
its closest practical application, should be 
frictionless insofar as the internal elements 
of the hub are concerned. Here, the desid- 
eratum has been secured to such a degree 
that when in action transmitting the power 
of the rider's feet, it is to all intents and 
purposes a plain hub, since no parts having 
relative motion are in contact, both the 
rotating and stationary portions being held 
apart in a secure and positive manner. 

As to its other meritorious qualifications, 
it is absolutely dust-proof, which, naturally 
enough, secures the retention of the lubri- 
cant as well as the exclusion of gritty par- 
ticles; it is equipped with a novel type of 
lever — one of the improvements — which is 
adaptible to any type of fork, and it so con- 
trived as to lock the adjusting nut when in 
place and prevent it from backing off; and 
in addition to being of standard pattern, a 
purely external consideration, it is adaptible 
to any fork without the necessity of, spring- 
ing it into place. 

Although the intent of the coaster brake 
as defined in cold unfeeling print, is com- 
paratively simple, the attainment of an 
equally simple and effctive mechanism to 
serve the triple purposes for which it was 

At a meeting of the Associated Wheelmen 
of St. Paul and Minneapolis, Minn., which 
was called to see what could be done to 
keep the cycle paths in those cities intact 
and in good repair, it was discovered that 
there are 40 miles of paths to be put into 
condition this season as against 110 miles in 
other years. This reduction is due to the 
increased number of macadamized roads. 

It is estimated that $2,000 will cover the 
cost of putting these roads in shape, and 
this will necessitate the selling of about 
6,000 tags. The tags have been ordered 
and will be on sale in the city clerk's office 
next month. There will be no expense in- 
curred in patroling the paths this season, as 
a bicycle squad of seven policemen will be 
put on duty soon after the first of the month 
and the wheelmen are assured that they 
will look after the patrolling of the paths. 

J 64b 




























1 64c 

The Oncoming of Motorcycles 

It does not require a telescope to discover 
that motorcycles have "come on" amazingly 
and that they are still "coming" in a fashion 
that is not to be denied. So great has been 
the demand this spring for at least the bet- 
ter classes of machines that the manufac- 
turers' problem has been not how to obtain 
orders but how to fill them. Doubt and 
skepticism have been routed, the delights 
of the little machine have been widely 
tasted, its reliability and utility have been 
abundantly proven and its future practically 
is limitless. 

If a goodly share of the populace will not 
pedal bicycles, they will no longer be able 
to get away from the "bicycle idea." The 
motor bicycle will claim them as it already 
has claimed many of them and is claiming 
more of them every day. The bicycle that 
needs be pedalled only when its rider wills 
and that "levels the hill" and "stills the 
head-wind," and "cools the heat of summer,"' 
not to remark the amazing fashion in which 
it covers the earth, and that withal is 
instantly controlled by a mere twist of the 
wrist, is bound to command the world's 

attention and consideration. 

Each day it is commanding more of it 
and so soon as the force of the "automobile 
fever" that now prevails is spent and the 
public prints give to motorcycles that meed 
of notice that is their due, the millions of 
people who may not now give them a 
thought will marvel at the wonderful cap- 
acity and manysideness of the motor 
bicycle. For in its sphere it is as wonderful 
as is the pedal propelled bicycle and goes 
to prove that for simplicity, convenience, 
economy, carrying capacity, speed and gen- 
eral all around utility, there is absolutely 
nothing that compares with the bicycle form 
of vehicle. No automobile can begin to 
compare with it in any of these respects 
save speed and at that there are not many 
automobiles that are faster on the level 
and still fewer that can show the way up- 
hill to a first-class motorcycle. And as for 
genuine pleasure, the automobile compares 
with the motor bicycle as the hansom cab 
compares with a thoroughbred horse. The 
exhiliration born of the speedy little two- 
wheeler is beyond description. 

During the past year its manysidedness 
has been unfolding with increasing impres- 
siveness. The development of the attach- 
ments that render it possible to convert a 
motor bicycle into a tricycle or into a tan- 
dem tricycle, capable of carrying an extra 
passenger, or into a parcel carrier for com- 
mercial use, have done much to attract 
increased attention to it. The tandem at- 
tachment and fore carriages and side car- 
riages contribute to sociability and have 
brought the ladies into motorcycling. The 
fact that these motorcycles will do all that 
an automobile will do and at about one- 
fourth the operating cost, to say nothing of 
the small first cost and the small cost of 
storage and upkeep makes them available 
for many to whom automobiles are impos- 
sible and to others who have discovered 
all that the maintenance of an automobile 
really entails. 

There's a great big future ahead for 
motorcycles of all kinds, but the man who 
purchases one has need for caution. Not 
all motorcycles are alike nor are all of them 
hill climbers or to be depended upon. 

Speaking generally, more power, more 
comfort and less noise may be said to con- 
stitute the marked attributes of the motor- 
cycles of 1906. It almost goes without say- 
ing that all of these attributes characterize 
the Indian, than which there is no more 
famous motor bicycle. For the lj4 horse- 
power motor previously employed, there 
has been substituted one of 2j4 horsepower; 
instead of 2 inch tires there is an option 
on 2% inch or 2j4 inch, as the purchaser 
may specify; and improvements in the 
mufller have reduced the noise of the ex- 
haust considerably. Although the fact is 
not properly appreciated, either by cyclists 
or motorcyclists, the difference of even one- 
eighth of an inch in the size of a tire makes 
a marked increase of comfort. 

There have been no radical changes in 
Indian construction. It follows the same 
general lines that obtained when it was 
first placed on the market nearly five years 
ago. The motor is of the same identical 
design, as also is the carburetter and the 
method of chain transmission. The double- 
grip control — the right hand controlling the 

spark and the left hand the throttle — are, it 
is scarcely necessary to say, retained. The 
same spring fork employed last year is 
still a feature, and the imported Brooks 
saddle remains part of the equipment. Im- 
provement was found possible only in the 
matter of detail, as for instance in the valve 
lifting mechanism and the addition of a 
cut-out to the muffler, and of a cock per- 
mitting the flow of gasolene to be turned 
on and off and the tank to be emptied. 

During all of last year the Indian main- 
tained in impressive fashion the proud repu- 
tation which it earned for itself, and of 
which it is not necessary to say more. Hav- 
ing thoroughly established their motor 
bicycles, the makers of the Indian — the Hen- 
dee Mfg. Co., Springfield, Mass. — are now 
devoting considerable attention to the ex- 
ploitation of their tri-car, as they term their 
forecarriage attachment, and to their van, 
as they style their parcel carrying affixment. 
Both of these are equipped with the Indian 
independent helical spring suspension, for 
which the broadest possible claims are 

Enjoy coasting? With a motor bicycle 
you may pedal when you please or coast 
all the while. 

The R-S (formerly the Thoroughbred) 
motor bicycle is another of the American 
machines which has earned its spurs and 
which commands consideration whenever 
a purchase is in view. Although large makers 
of pedal propelled bicycles, its makers — the 
Reading Standard Cycle Mfg. Co., Reading, 
Pa. — have thrown themselves heart and 
soul into motorcycles, and are pushing their 
2J4 horsepower R-S with an energy that 
compels not merely attention, but admira- 
tion. Their 1906 model is also marked by 
more power, more comfort and less noise. 
Not only have larger tires been employed, 
but within the last month the R-S people 
have lengthened the wheel base two inches, 
which still further increases the comfort, 
and within that space of time they have 
likewise made their exhaust more noiseless. 

Although in general design the R-S is 
unaltered, in many other respects it em- 
bodies some notable improvements, among 



them a dome for the inlet valve which 
may be removed by loosening one nut, 
thereby making the valve easily accessible. 
In fact, accessibility may b,e said to con- 
stitute one of the strong features of the 
1906 model. The semi-circular combination 
gasolene and oil tank has been removed 
from the rear of the franie over the mud 
guard and is now a square compartment 
suspended from the top tube of the frame. 
The oil tank remains part of this gasolene 
compartment and permits of lubrication 
without dismounting. The motor is oiled 
merely by pushing the knob of the force 
feed pump, which is within easy reach of 
the rider and which constitutes a conveni- 
ence which only the experienced motor- 
cyclist is able to fully appreciate. For the 
cylindrical battery box formerly carried on 
the lower tube, there has been substituted 
a half round box affixed to the rear forks 
directly over the mud guard. In this shape 
and position it renders unnecessary a special 
dry cell, being adaptible for any of the 
standard cells purchasable in the open mar- 
ket; the battery connections have also un- 
dergone great improvement. That the grip 
control and the R-S duplex spring forks 
are retained goes without saying. The 
equipment includes G & J tires and Persons 
Royal motor seat. 

The Reading Standard Company also 
markets a convertible side-carriage for use 
in connection with their motor bicycles. 
It is quite an ingenious arrangement, as 
merely reversing the seat converts the pas- 
senger carrying body into a square delivery 

three compensating disks, which are se- 
cured to the coaster brake. The Armac 
people have exclusive rights to the Brown 

Too hot to pedal a bicycle? Then try 
the bicycle that carries a breeze with it — a 
motor bicycle. 

When a man seeks ingenuity in motor- 
cycles he is not likely to pass in a hurry the 
Armac, made by the Armac Motor Co., 
Chicago. For that machine fairly bristles 
with clever conceptions, cleverly executed. 
Its motor, its frame and its form of trans- 
mission, are all in that category. 

The three horsepower Armac motor with 
its one-piece cylinder has unusually deep 
cooling fins, and is novel in that an air 
passage is cast between the explosion and 
the exhaust chambers, thus keeping the 
exhaust valve and springs out of the reach 
of the heat of the exhaust gas, which is 
expelled directly. The U or loop type of 
frame forms the gasolene and oil res- 
ervoir; the top tube is of four-inch 
section and while also acting as a strut to 
the frame that size of tube was employed to 
render unnecessary the attachment of a 
gasolene tank, as it is generally understood. 
The tube acts as a strong non-leakable res- 
ervoir of ample capacity. 

While normally a belt driven machine, 
the Armac is convertible to chain transmis- 
sion. This is made possible by detaching 
the belt pulley and substituting a motor 
sprocket and applying the Brown yielding 
gear wheel, which comprises a sprocket and 

The Yale-California, made by the Con- 
solidated Mfg. Co., Toledo, Ohio, is one of 
the most distinctive motor bicycles on the 
market and one which, while retaining most 
of its individual characteristics, has been 
vastly improved for the 1906 demand. Its 
frame lines are entirely new and though the 
belt-drive and the two horsepower motor 
with its outside flywheel has been retained, 
the strength of the "two horse" has been 
greatly increased, the cylinder having been 

lengthened, the size of the piston enlarged 
two inches and the degree of compression 
greatly heightened — all of which means an 
addition of about 25 per cent, of power. 
The inlet valve has been made more acces- 
sible and a float feed carburetter substituted 
for the wick device previously employed. 
The frame height has been cut down to 
20 inches and the frame itself, as stated, 
is entirely new, being now of the loop type, 
strengthened by a cross strut, the loop and 
seat mast being formed of one length of 
tubing, the motor being carried in the loop 
instead of being built into the frame as 
previously was the case. These improve- 
ments have added greatly to the capabilities 
and the value of the machine, the price of 
which, $175, however, remains unchanged. 

thereby dispensing with piping to convey 
the mixture to the explosion chamber. In 
the ignition system, platinum points are 
dispensed with, two steel tempered con- 
tact pins creating the spark. The timing 
gears are plainly marked and are accessible 
merely by removing one nut. The chain- 
belt and the trussed fork are two of the 
few previous Thomas features that have 
been retained, but a ball bearing idler has 
been adopted to take up the belt slack. The 
price of the Auto-Bi, $145, is by no means 
the least of its compelling features. 

The Auto-Bi, made by the Thomas Auto- 
Bi Co., Buffalo, N. Y., is another radically 
altered machine. The 1906 model bears no 
resemblance to its predecessors, frame, 
motor, carburetter and nearly everything 
else having been redesigned and rebuilt. 
The 3 horsepower motor, which previously 
formed a part of the vertical seat mast, is 
now positioned horizontally, forming a por- 
tion of the lower frame tube, and outside 
flywheels have been substituted for interior 
ones. The shape and positions of tanks and 
battery box also have been changed. The 
carburetter, or rather, mixing valve, is se- 
cured directly to the head of the motor, 

Small outputs sometimes have their ad- 
vantages. In the case of the Crouch motor 
bicycle, its makers the Crouch Motor Co., 
Stoneham, Mass., claim that the advantage 
accrues to the purchaser. While able to 
care for reasonably large orders, the out- 
put is not so large to prevent Inventor 
Crouch himself from passing on every ma- 
chine produced, which is worth remarking. 
The Crouch is of 3 horsepower, is belt- 
driven, has 53-inch wheel base and for 1906 
is marked by a carburetter and muffler of 
Crouch design and which incorporate in- 
genuity of no mean order. 

But one concern in this country is mak- 
ing a specialty of two-cylinder motorcycles 
— the G. H. Curtiss Mfg. Co., Hammonds- 
port, N. Y. Their machines are of five 
horsepower and for 1906 are marked by a 
number of notable refinements. 



On the Purchase oi Sccond-Hand Motorcycles. 

Motor bicycles have been on the market 
for a sufficient length of time now to create 
quite a demand at second-hand for them, 
and therein lies a snare for the unwary. The 
difference in the first cost of a good motor 
bicycle and that of a bicycle of the same 
standard is so great that many a cyclist who 
would like to join the ranks hesitates on 
that account and is moi-e prone to invest in 
a used machine than he would otherwise 
be. Likewise, the difference between the 
cost of the new machine and the second- 
hand is greater and forms much more of an 
inducement to try to "pick up a bargain." 
Of course, every second-hand machine ever 
offered for sale is a great bargain — in the 
opinion of the man who wishes to dispose 
of it — that goes without saying, but the 
man who wishes to exchange his good 
money for a second-hand motor bicycle will 
find that he is toying with something equally 
uncertain as the proverbial horse trade. 

If he is an "expert" motorcyclist already, 
he needs no advice and probably would not 
take any if it were offered, but if he is not, 
he will find it the better part of discretion 
not to trust to his own judgment, but to 
appeal to someone who knows the ins and 
outs of the business, for assistance. For 
like the horse, the motor bicycle can be 
"doctored up" to run a little bit — enough 
to make a fairly satisfactory demonstration. 
First and foremost, steer clear of the dealer 
who is unknown; he may be reliable, but 
where one is dealing at arm's length and 
his only recompense will be the knowledge 
that he has bought that much experience 
if the machine turns out to be worthless, 
it is as well to know who you are dealing 
with. "Sharks" have been attracted to the 
business and prospective purchasers must 
needs be wary. "Motorcycles from $50 
up" has an alluring sound, but it is chiefly 

noise meant to attract the unsophisticated. 
Some people will never buy a used arti- 
cle on the assumption that it is afflicted with 
some inherent defect or it would otherwise 
not be offered for sale, but there are nu- 
merous riders who buy a new machine each 
season, others who have no time to use 
their mounts after investing in them and 
still others who find they are not in love 
with the pastime after having taken it up 
and in this way numerous reliable high- 
grade machines find their way into the sec- 
ond-hand market, and if the purchase be 
effected through the proper channels it is 
often possible to obtain the long sought 
bargain. Naturally, the first thing to look 
for is the product of a reputable maker; a 
poor machine is dear at any price, whether 
new or used, so look for the very best 
makes in the market. Again, do not con- 
sider taking an out of date model simply 
because it is low priced. Many of the first 
machines were under-powered or over- 
weighted, and have been improved in so 
many respects that it would be difficult to 
procure replacement parts even if the ma- 
chine could be made to run satisfactorily. 
Wise purchasers will not delude themselves 

with that tattered excuse: "I'll buy a cheap 
machine now and obtain the necessary ex- 
perience." Experience so obtained will be 
unpleasant experience and expensive, too. 
Agreeable experience is far more desirable 
and satisfactory and the price of it is more 
economical in the long run. 

Having made up his mind what not to 
buy, the prospective purchaser should look 
around until he has located something which 
gives promise of fulfilling the representation 
made for it and then call his experienced 
friend in, to put it to the test. This, of 
course, will consist principally of seeing 
whether the machine will run or not and 
by far the best place to test its ability is on 
a hill. If it labors, coughs and knocks its 
way along by fits and starts, it is easy to 
see that it is ,not in "perfect condition," 
which is a quality usually ascribed to sec- 
ond-hand machines by all advertisers. Still, 
such a performance should not necessarily 
condemn it, as lack of adjustment rather 
than any radical wrong may be the only 
thing the matter with it — of this the old 
hand should be left to judge, for at times 
a machine that is apparently in very poor 
condition may only be suffering the result 
of neglect and may be had very cheaply on 
that account. An overhauling and care in 
the future will be all that is required. 

If it runs up hill satisfactorily, it should 
be noted whether the engine has become 
excessively hot and putting your hand on 
top of the cylinder head is a certain but 
by no means satisfactory manner of ascer- 
taining this. Have a rider pedal it on the 
stand immediately after running it on the 
road and if it fires with the switch off, it 
has overheated or there is an accumulation 
of carbon on top of the piston. Test the 
various parts of the machine for play — there 
should always be a little, but if it has worn 




Read the Answer in these Incidents of an Afternoon's Outing. 

poorly this will be excessive. The wear of 
the bearings on the inside of the engine can 
generally be gauged by pedalling it quickly 
on the stand with the exhaust valve raised. 
It will be manifest from the smoothness 
or otherwise with which the engine turns 
over and otherwise will mean a rumbling or 
knocking from the interior. Test the com- 
pression of the engine. This may be done 
by closing the exhaust valve, and turning 
until the pedal is on the down stroke as 
the piston is coming up against the com- 
pression. The pedal should bear the weight 
of the average man for an appreciable per- 
iod — probably five to ten seconds, and 
should descend slowly under the pressure, 
otherwise there is apt to be a leak about 
the valves or around the piston. But do 
not make this test until after the engine 
has been run a few minutes, for if dry, the 
compression will be nothing like as good as 
when a film of lubricating oil has been 
formed arOund the piston. 

Easy starting and quick acceleration of 
the engine will form a strong recommenda- 
tion, and the switch should be turned off 
and on several times while the engine is 
running to note how the engine picks up 
speed. See whether the tanks and their 
connections, and the oil cups are in good 

order; the coil can be examined only from 
the outside, of course, but look at the con- 
tact breaker closely; see whether the plat- 
inum points are black and badly pitted or 

With a little care in the selection of a sec- 
ond-hand machine the cyclist who does not 
wish to pay the price of a new machine, 
may be able to pick up one that will serve 
him almost as well, and probably better 
from one point of view, in that it will en- 
able him to gain experience in keeping it 
on the road that will stand him in good 
stead at all times. But he must bear always 
in mind that he cannot obtain gold for the 
price of silver, though there are "sharks" 
who will endeavor to make him believe it. 

A Physician's Opinion of Motorcycling. 

"I believe the up-to-date motorcycle to 
be the automobile for the poor country doc- 
tor — at least, during the summer and fall 
months when the roads are dry," writes Dr. 
W. Nicholas Lackey, of Gallatin, Tenn., in 
the Journal of the American Medical Asso- 
ciation. "Even if he possesses the more ex- 
pensive automobile, he will find himself 
learning more and more to enjoy the power- 
ful little machine, its exhilirating rush up 
hill and down to the bedside of his patients. 

One of these machines will save many a 
dollar on operating expenses in a season on 
an automobile. I have ridden thousands of 
miles on a motorcycle and have never failed 
to reach my patient on time or had to walk 
home. I have ridden long distances in 
emergency cases in the country, at a 30- 
mile-an-hour clip, and have also responded 
to night calls on my motorcycle, which is 
equipped with a strong acetylene lamp. The 
white road spinning beneath my wheels, 
with the dark shadows fleeing before the 
light, with the cool night air blowing on 
my face, have added not a little sport to the 

"You can get more downright service 
and comfort out of one of these little ma- 
chines, the weather permitting, than out 
of an automobile. Before I bought my 
motorcycle I was extremely skeptical as 
to its practicability, but a few months' con- 
stant use proved to me the wonderful 
amount of work that can be accomplished 
with one of these little time savers." 

"The A B C of Electricity" will aid you 
in understanding many things about motoi3 
that may now seem hard of understanding. 
Price, 50 cents. The Bicycling World Pub- 
lishing Co., 1S4 Nassau street, New York. 


Attracted fo It. 

Compressed with Knowledge. 

Fired with Etnbusiasm. 

Ejected a Cotnplete Motorist. 




Happy, Healthful Hours of Childhood. 

Armstrong's Appreciation of the Bicycle. 

"It was not with any idea of riding cen- 
turies that I took up the bicycle," said A. G. 
Armstrong, president of the Century Road 
Club of America, when his opinion of 
cycling was sought. "I was attracted solely 
because of its benefits. To the person whose 
physical and mental facilities are in con- 
stant requisition until he becomes exhausted 
in body, mind and spirit, there are but few 
cures that bring total and absolute relief. 
The quickest, surest and best way to obtain 
relief is to take a short ride on a bicycle. 
As a health-giver nothing has or even can 
take the place of the bicycle. A person 
not only obtains immediate relief, but relief 
of a lasting character which cannot be ob- 
tained from drugs. I speak from experi- 
ence, for many times when I have been on 
the verge of nervous collapse it has been the 
bicycle that has saved me from a probable 
enforced vacation in a sanitarium or per- 
manent abode in an insane asylum. Rapid, 
vigorous exercise in the open air, on a 
wheel, is of incalculable value to those who 

are continually geared to a high pitch men- 

"Then, too, cycling is a very liberal edu- 
cation in itself. All those who ride be- 
come familiar with places and conditions 
that otherwise would have been impossible. 
It teaches us to think and act quickly and 
is valuable for that alone. 

"Dancing is a good and healthful exer- 
cise and I think all children should dance. 
But I believe it is more essential that every 
child should ride a bicycle. 

"To me the bicycle is a fi.xture of inval- 
uable importance. My machine is never out 
of commission and it is accorded a place 
in my home not equalled by any piece of 
parlor furniture," concluded Mr. Armstrong. 

Hills too steep? Headwinds too strong? 
Those are poor excuses. There's a bicycle 
even for you — the motor bicycle. If you 
get a good one, you'll go looking for hills 
and you won't care much which way the 
wind blows. 

Dates Fixed for F. A. M. Functions. 

It is now definitely settled that the annual 
meet of the Federation of American Motor- 
cyclists will occur on July 4th, Sth and 6th. 
The Rochester Motorcycle Club has furni- 
ally approved these dates. 

The dates having been fixed, the natiuual 
endurance contest has been definitely set fur 
Monday and Tuesday. July 2d and 3d. The 
route will be, of course, from New York to 
Rochester — about 388 miles — which will en- 
tail travel of close to 200 miles each day. 

Henry J. Wehman, 108 Park Row, New 
York City, will be the chairman of the com- 
mittee in charge of the contest. He is now 
engaged in plotting the route. 

M. E. Toepel, chairman of the F. A. INI. 
Roads and Tours Committee, has an- 
nounced that the route of the annual tour 
will be, as usual, the same as that outlined 
for the endurance run. The tourists, how- 
ever, will naturally make the journey by 
easy stages, starting from New York, Sat- 
urday afternoon, June 30th, and arriving in 
Rochester on the evening of July 3d. 



How Parts and Sundries Have "Settled Down" 

Settling down processes are virtually pro- 
cesses of elimination. Those who survive 
such processes usually are those who de- 
serve to survive. It is scarcely necessary 
to remark that in the settling down of the 
cycle trade, while many bicycle manufac- 
turers were eliminated, the number of those 
who produced parts and accessories who 
were also weeded out were far more numer- 
ous. To-day the field is clean and weir de- 
fined; the fittest only have survived, and 
purchases are thereby rendered not only 
easier, but safer. 

In the matter of tubing, the Shelby Steel 
Tube Co., Pittsburg, Pa., remains para- 
mount. In the matter of parts and fittings 
the field has narrowed practically to three 
concerns, the Crosby Co., of Buffalo; the 
Worcester Pressed Steel Co., Worcester, 
Mass., and the Standard Welding Co., Clev- 
eland, Ohio. So far as concerns chains, the 
Duckworth Chain & Mfg. Co., Springfield, 
Mass., and the Diamond Chain & Mfg. Co., 
Indianapolis, Ind., supply by far the great- 
est bulk of the demand that now exists, 
while in spokes and pedals, the Standard 
Co., Torrington, practically dominate the 
industry. In handle bars, the Kelly Handle 
Bar Co., with its variety of adjustable bars, 
skims the cream of the trade. 

To mention saddles is to suggest one of 
the most signal triumphs of the survival of 
the fittest after a long fight and an unusually 
tenacious adherence to fixed principles. 
These observations have refernce to the 
Persons Mfg. Co., of Worcester, Mass. 
Even during the boom days, when the head 
of that concern might have made a fortune 
had he altered his tenets, he remained true 
to the principles of quality and comfort; 
he refused to turn out a cheap saddle or a 
hard unyielding one; the hammock type and 
the spring suspension types were what he 
advocated. It required a long time to con- 
vince makers, dealers and riders that his 
was the proper view, but the best evidence 
of the return of sane conditions is the posi- 
tion now occupied by the Persons product. 
Everywhere a Persons saddle is now recog- 
nized as the saddle par excellence as to 
quality, and as one that affords the maxi- 
mum of comfort. The company make a 
sufficient variety and there is not a doubtful 
saddle in the lot. 

There remains also the Troxel saddles, 
made by the Troxel Mfg. Co., Elyria, Ohio. 
The line is extensive and the price such as 
affords wide latitude of selection. 

Of lamps, there remain the Solar and the 
Twentieth Century, both tried and proven 
true. Of wrenches, there is the Billings & 
Spencer, and the Mossberg; of cyclometers, 
only the Veeder has survived, and it con- 

trols not merely the American market, but 
the markets of the whole wide world. Bells 
there are in abundance, the manufacturers 
who still cater to the cycle interests being 
Bevin Bros. Mfg. Co., East Hampton, 
Mass.; Liberty Bell Co., Bristol, Conn.; 
Frank Mossberg, Attleboro, Mass., and 
Starr Bros., East Hampton, Mass. Bevin 
Bros, also still produce a profusion of toe 
clips and trouser guards. 

Of the many lubricants, each of which 
was once heralded as the only one for 
cycling use, all have given way to the G. W. 
Cole Company's famous "3 in 1," which is 
not only useful in lubricating bicycles, bvit 
for very many other purposes. There is 
one other article that is to be compared with 
."3 in 1"; i. e., Neverleak, that tire healing 
compound manufactured by the Buffalo 
Specialty Co., of Buffalo, N. Y. It has re- 
sisted every effort to dislodge it and is to- 
day alone in the field. Without it there 
are many disabled tires that would be rele- 
gated to the scrap heap, and very many 
more cheap tires, the service of which would 
be limited indeed, were it not for the heal- 
ing properties of Neverleak. 

To mention tires or any tire is to suggest 
the Schrader valve, the triumph of which 
is well nigh complete. It is now, to all 
intents and purposes, the universal equip- 
ment. It has routed rivals "lock, stock and 
barrel." It is not necessary to say more. 

With the rapid spread of motorcycling, 
there has opened not only a market for 
specialties applicable to the power driven 
machine but also a keen demand for cer- 
tain supplies, many of which are wholly 
foreign to the pedal propelled bicycle and 
others which are kindred to it. 

E. H. Corson, who was one of the pio- 
neers of motorcycling, and who is now the 
active man in the Motorcycle Specialty 
Company, Boston, Mass., was the first to 
embrace the opening. His extended experi- 
ence had pointed the way to many of the 
little devices that would contribute to con- 
venience, and he promptly applied himself 
to their invention. As a result, the Corson 
motorcyclist's luggage carrier and the Cor- 
son motorcycle stand early made their ap- 
pearance; both are the only ones of the 
sort specially adapted for motorcyclists' 
needs. Latterly Corson has added to these 
inventions a muffler cut-out, a spring handle 
bar and an ample and easily accessible tool 
bag, all of which serve eminently useful 

Almost since the beginning, the Persons 
Mfg. Co., Worcester, Mass., devoted itself 
to the development of a motorcycle saddle, 
and each year has improved on its 
previous effort, this year's Royal Motor 

seat representing the culmination of the years 
of experience; its wide use is the best evi- 
dence of its merit. The Persons people 
have also produced this year for the first 
time a lower priced saddle, the Persons Motor 
Seat No. 2, which despite its smaller price 
is yet of Persons quality. 

In the matter of spark coils, a very neces- 
sary essential, the name "Splitdorf" is sur- 
rounded by a halo. Than the Splitdorf 
coil, there is none better. The Dow spark 
coil is no stranger, and its makers early be- 
came interested in the requirements of 
motorcycles and the interest never has 
abated — a statement that carries its own 
significance. Latterly the interest has shown 
itself in the production of the Dow spark 

The Eldredge ammeter, or battery tester, 
made by the Eldredge Electric Mfg. Co., 
Springfield, Mass., is one of the useful 
articles that is worth many times its modest 
price, $3.50; and as it can be carried in the 
vest pocket like a watch it is fair to say that 
the motorcyclist who suffers "battery trou- 
bles" and goes blindly groping for them, 
deserves small sympathy when such a con- 
venient "tell-tale" at such a small price is 
within reach. 

Duckworth, Whitney and Diamond nickel 
chain have constituted the motorcyclists' 
chains constitute the motorcyclists' main- 

Lamps for motorcycles have been among 
the accessories that have been conspicuously 
lacking. While the Solar and 20th Century 
gas lamps have served the purpose fairly 
well, the power driven machines have re- 
quired something more and the 20th Cen- 
tury Mfg. Co., New York, have undertaken 
to supply it. They have just bought out a 
lamp specially for the purpose — one having 
a separate gas generator, which divides the 
weight, and thus obviates not a few of the 

Of the other really new things that have 
just made their appearance, and one of 
the most novel is the "baby" Gabriel horn, 
made by the Gabriel Horn Mfg. Co., Cleve- 
land, Ohio. The horn, which is attached 
to the muffler and is sounded by the exhaust 
gas, is a "pocket edition" of the exhaust 
blown Gabriel now in such extensive use on 

Proof that motorcycling is "coming on" 
i3 contained in the fact that two such im- 
portant supply houses as Charles E. Miller, 
New York, and Post & Lester, Hartford, 
Conn., are now bidding for the motor- 
cyclists' patronage. Horns, goggles, gaunt- 
lets, spark plugs and practically all other 
requisites are carried in stock by these 

Seeking out the ^^Nature Pictures 



Touring! What thoughts the word in- 
spires! What pleasing pictures it paints in 
the halls of recollection. No cyclist who 
has not spent a week or a month a-wheel 
has tasted the sweetest draughts of cycling. 
Yet to the many it is not given to com- 
prehend that the meat in the nut centres 
about the change of scene in incident which 
thus is made possible to the tourist. The 
exercise and the fresh air contribute to a 
bodily conditon which fits the rider for a 
healthy appreciation of the beauties of na- 
ture, but it is the change of scene, the 
shifting of the horizon line, which serves 
to complete the diversion from the routine 
of life, and fills the soul with that nameless 
exultation bred at no other time and in no 
other way. 

Naturally, the idea carries with it the 
notion of miles of continuous riding. For, 
and indeed, the travel tales which the old 
timers are wont to relate when their ton- 
gues are loosened, concern journeys of two, 
three or five days' duration, or even that of 

an equal rmmber of weeks. Hence, to the 
casuist, it seems that the joys of the tour- 
ists' life are absolutely and completely de- 
nied to him, unless he be qualified with a 
commensurate amount of leisure. Only a 
few of the more constant riders know the 
fallacy of the notion. They alone have 
caught the idea that the magic charm which 
works such wondrous changes in the tour- 
ist within so short a time depends for its 
existence upon the variety of exploration. 
And to them also, it has been revealed that 
this amounts to nothing more or less than 
getting off the beaten track. 

Nor is it necessary to travel miles and 
miles over well used roads until the smoke 
of the city has vanished from sight, nor is it 
necessary to seek out weird and uncanny 
nooks in the earth whither no man in his 
right senses would care to go. It is neces- 
sary but to go out of the rut. If nine 
people ride east on a given morning, let 
the tenth go west, and he will find some- 
thing at his journey's end which they will 

not. Because they have gone east while 
he has gone west, or because they have 
chosen foolishly, and he wisely? No. 
Simply because he has left them: because 
they are following the rut of precedent and 
going somewhere where they have been be- 
fore, idly imagining that because they were 
pleased there once, they will find the same 
enjoyment awaiting them now, while he is 
striking out to discover new and untried 

For example, here is pictured a rider 
clambering down the side of a rocky fast- 
ness wjjth his bicycle. And here is another 
of a rider standing with his machine by 
the side of one of those "babbling brooks" 
which "make you sick when you meet them 
in books, and make you well when you 
meet them in real life." These and others 
might have been taken away out in the 
obscurity and fastnesses of the Rockies. 
But they were not. Nor were they taken 
down back of somebody's mill from the top 
of a rubbish heap, nor were they posed in 




May appear "far from the city's crowded streets," but is not. This "nature picture" is a view from Fort George Hill, well within 

the limits of New York. 

Central Park. But, as a matter of fact, 
they were taken within the circumference 
of a twenty-mile circle drawn from New 
York's city hall, and within what is practic- 
ally the "Forty-five Minutes from Broad- 
way" of the show. 

Nor are these exceptions to what may be 
found at the expense of a little pioneering 
within a few hours' ride of this or any other 
city. All that is necessary in order to seek 
out such locations, and feast upon a very 
riot of unchained virgin nature, is a sense 
of topography and an independence of well- 
traveled roads and — the crowd. For good 
old Dame Nature is fussy, and abhors a 
crowd just as much as she abhors a vacuum. 
Hardly out of sight of Broadway are 
many beautiful spots, bearing comprehen- 
sible and wholly distasteful to the denziens 
of that thoroughfare with its manifold tra- 
ditions. Yet the lover of nature, in all that 
is as nature left it, can find them,<if he will 
but try. And New York serves but as an 
example as still, indeed, is the country that 
holds not such nearby charms. The method 
is simple and quite as pleasant as the result. 
For there is a fascination in seeking out 
new haunts and prospecting untried fields, 
which is akin to the fascination of touring, 
yet unlike it in that when it is carried on 
within a short radius of the starting point, 
it requires no great outlay of time, no pre- 
paration, and may be extended or curtailed- 
as circumstances permit and the caprice of 
the rider dictates. 

Bicycle riding fails of half its purpose, if 
it be confined to town and city streets. 
Parks and boulevards are but the stepping 
stone to the ideal. And that is the open 
country. To some, it is accessible for the 
greater portion of the time, but by no means 
all the time. For there are afternoons, and 

Come! Out with the stowed-away jigger, 

Pump tires that long have been slack, 
Farewell to the winter time's rigor, 

Remember that spring has come back. 
This springtime day in the morning 

(Be led by my fatuous rhymes) 
Forbear to lie lazily yawning, 

Be up and be doing betimes. 

The roads may be bathing in sunlight. 
Or we may be bathing in mud. 
Still a spin on the jiggers which run light 
Will quicken the flow of the blood. 

The hum of the wheels will be making 
A volume of melody rare, 

.^s, the town for its pleasures forsaking. 
We make for the countryside fair. 

Though 'tis true you are out of condition, 

True form will come back again, 
And you'll count it a si-n of omission 

Whene'er from a ride you refrain; 
When the health which the cycle is bringing 

On your cheek sets its rubicund seal, 
You'll admit there's sense in my singing, 

Which advocates springtime a-wheel. 

— Cycling. 

holidays and Sundays, when within a few 
hours, the racket of wheels and the cries 
of the people can be put behind and a re- 
spite from the turmoil gained which, though 
it be but brief, is yet complete and restful. 
And the method lies not in picking out a 
velvet path for the wheels, nor in trailing 
the populace to some well known resort, 
but rather in getting off the beaten track. 

Cyclists who tour in the land of Teutons 
would do well to carry a dictionary and an 
interpreter along with them before they 
essay the trip. When the German takes his 
machine apart he "auseinandernehemens" it; 
the word for assemble is "zusammenstel- 
len" — both diihcult tasks, in German. It is 
an easy matter for a cyclist to change his 
speed, but a change of speed in Germany is 
"geschwinddigkeitswechsel." When a cyclist 
rides over a rock or some other obstruction 
he is very apt to get a jolt — in Germany he 
would receive an "arschutterung," which is 
very suggestive of discomfiture. If in the 
course of his peregrinations he should re- 
quire the use of a monkey-wrench he must 
ask for a "universalmutterschlussel," while 
if it is a screw-driver that is needed he will 
have to twist his tongue and say "schrau- 

Ordinarily a puncture in itself is a small 
matter, but in Germany it assumes immense 
proportions. There it is called "ein luft- 



The Tales of the Tires 

Altliough there is what may be termed 
almost an unholj' number of cyclists who 
do not realize the fact, the tires fitted to a 
bicycle liave very much tn do "for better or 
worse." No matter how good the bicj'cle 
may be, if its tires are not its equal in qual- 
ity, its full value will not be obtained. 

It is unpleasing to remark that there is 
an unholy production of indifferent and 
iloubtful tires. That they do not bear the 
names of their makers goes without saying. 
The makers would not risk the ruin of 
their reputations by attaching their names 
to them. Such tires are made to order — to 
the order of people whose consciences do 
not bother them — and are made to sell — 
to sell cheaply — and not for use. They are 
sold not only over the counter, but they are 
attached to the cheap bicycles which, like 

the tires, and for the same reason, do not 
bear the name of their manufacturers — and 
it may be added that "the limit" of cycling 
is the cheap bicycle fitted with the cheap 
tire and the cheap saddle. ' The man or 
woman who purchases that combination is 
to be pitied. 

Tires have been variously styled the 
"footwear" and the "lungs" of the bicycle. 
Not many persons who buy cheap tires 
would purchase cheap shoes or cheap lungs, 
that is to say, if lungs were purchasable. 
And just as all shoes are supposed to be 
made of leather, so all tires are supposed 
to be made of rubber. But all shoes are 
not made of leather and there are tens of 
thousands of tires that are innocent of 
rubber and as many more that contain 
merely a suspicion of it. The man who 

wants rubber tires and who would rather 
"be sure than be sorry" must expect to pay 
the price of rubber and will realize that the 
presence or absence of the manufacturers' 
name is a guarantee of either "better or 
worse." Pennywisdom in the purchase of 
tires has proved expensive in the long run 
and always will prove so. 

With crude rubber itself selling at about 
$1.25 per pound and then undergoing great 
shrinkage before becoming available for 
manufacturing purposes, the individual who 
fancies that he can obtain even one half 
decent tire at anything approaching that 
figure and who believes the oily tongued 
salesman who makes that assertion, it gul- 
lible indeed; he insults the ordinary horse- 
sense with which nature is supposed to have 
endowed him. 

Following close on the heels of the orig- 
inal "rag tire," which was wierdly and won- 
derfully pasted to the rim, came the G & J 
detachable clincher tire. It cast rags and 
glue to the dogs. It was held in the rim 
by inflation and was removed by deflation. 
Deflation is a Cjuick and simple process and 
perforce the roadside repair of a G & J was 
a quick, sure, simple, toolless operation and 
a permanent one. It was not a makeshift. 
There was no occasion to pay a repairman 
for doing the work over again. 

The G & J tire had a great vogue in those 
early days. It never wholly lost its favor, 
but there came an influx of newer and 
strange tires and cyclists would have them. 
With the passing of the last stage of the 
"cycling craze" and with the return of rea- 
son, the G & J has been steadily coming 
into its own again. The force of the same fea- 
tures that earned it fame are appealing to 
the riders of the present day and the term 
"G & J" has regained and is regaining much 
of its lost magic. 

So far as motorcycles are concerned,- the 
G & J tire is in practically universal use and 
as motorcycles demand more of a tire than, 
the lighter and less speedy bicycle de- 
mands, it is not strange that of late so many 
more bicyclists have by the 2 and 2 makes 4 
process of logic awakened to what the same 
tire holds for them. 

There is not — there never was — any 
doubting the quality of G & J wares, but it 
is safe to say that never were the tires so 

good as to-day. Not only is the modern 
and speed-giving form of construction re- 
tained — that of placing layers of Sea Island 
fabric at right angles to each other, with a 
layer of pure rubber between them — but the 
tire is now made by the "open cure" pro- 
cess; that is to say, it is cured in live steam 
instead of by dry heat in moulds. It is 
naively pointed out that the difference be- 
tween the two processes is the same differ- 
ence between steamed food and baked food. 
Steaming renders the tire very pliable and 
tough and scorching is impossible. 

The G & J Tire Co., whose plant is in 
Indianapolis, Ind., market a road tire, a 
heavy tread, almost puncture proof tire, a 
racing tire and a tandem tire, and also types 
for motor bicycles and motor tandems. The 
range of sizes afforded is usually extensive 
-^20 to 30 inches and from Ij/^ to 2iX inches. 

Next time Tom writes that he feels "all 
run down" why not suggest that a bicycle's 
the best thing for what's the matter with 
him? He probably knows it well enough 
but needs urging. 

For a quarter of a century the name Hart- 
ford has been associated with the art of 
rubber manufacture, so that...the Hartford 
Rubber Works Co. were already old hands 
at the business when the pneumatic tire 
first made it appearance on the scene as a 
commercial commodity. And since that first 
day when the pioneer pneumatics were 

jokingly compared to lengths of fire hose 
wrapped around a wire wheel and proved 
the butt of endless cartoons which repre- 
sented them to be anything from hot water 
bottles up to road rollers, the name Hart- 
ford has stood for pneumatic tires, And its 
full signifcance in this connection is some- 
thing of which its sponsers may well be 
proud, for it is a name that has a definite 
meaning to every cyclist. It stands for 
quality and reliability and what it repre- 
sents in dollars and cents, probably not even 
those who have contributed to make it 
stand so high could calculate. 

Since the advent of the motor bicycle 
in numbers, attention has been paid to the 
needs of the power propelled machine and 
for this purpose the Hartford makers rec- 
ommend the Dunlop detachable type, the 
peculiar design of which makes it one of 
the few that permit it to be cured by live 
steam without the aid of moulds. The 
Hartford line includes special motorcycle 
ti'pes, as well as others for heavy duty 
whether on pedalled or self-propelled ma- 
chines, such as the Thicktread, the Thorn- 
proof, the Standard all round road tire, and 
the Heavy Standard Tandem Tire. Be- 
sides these there is the "Hartford 80" made 
in three grades— ;-the Road Tire, Heavy Tan- 
dem and Extra Heavy Corrugated, and also 
in a racing type. There are also three 
grades for ordinary bicycles in the Dunlop 
detachable type, the Invincible, the Tandem 
and the Motorcycle, each being specially 



designed for the particular service in whicli 
it is intended to be employed. 

Palmer tires never have needed an intro- 
duction, either to the rider or to the trade. 
They made themselves known — they make 
themselves known wherever used. The 
Palmer is one of those tires that is talked 
about. It stands for the highest degree of 
the art of resilient' tire manufacture. It is 
the product of that great big concern, the 
B. F. Goodrich Co., Akron, Ohio, and it is 
not too much to say that it is a good index 
to the quality of a bicycle. Palmers were 
never seen on a cheap or doubtful "crock." 
They probably would squirm off the rims 
if ever they were applied to such goods. 

While these well-known tires are made 
for every-day road use under the brands 
"Palmer," "Mexican," "Plank Road," etc., 
it was as a speed tire that it earned its 
fame. Its "life" and its resiliency is not 
short of remarkable. Under their own name 
the Goodrich Co. also make five different 
styles. These are the "Goodrich 19," of 
open woven fabric in four weights, tandem, 
triplet, quad and anti-cactus; "Goodrich 17" 
in one weight only and the magic "999," all 
being of the single tube type with corru- 
gated treads. Then there is the cemented 
double tube Goodrich M & W tire in two 
weights, and three weights of the Good- 
rich G & J, known as road, tandem and 
heavy tread, which are, of course, of the 
double tube detachable pattern. 

It would seem that the Diamond Rubber 
Company, Akron, Ohio, made a happy 
choice of a name in selecting the stone of 
"first water" as a mark of excellence to 
typify in their products and they have suc- 
ceeded in doing so to an extent that prob- 
ably must have been even beyond their 
most sanguine expectations. 

Whether they happen to carry a guaran- 
tee or not seems to make no difference, for 
the Reliance puncture-proof, which is an 
unguaranteed single tube that came from 
the Diamond "mine" but two years ago, has 
established itself in the good graces of the 
trade and the consumer as strongly as if 
it had been on the market ten years instead 

The Hartford Rubber Works. 

of two. Among the other Diamonds that 
form a cluster of brilliance are the Hunter, 
which is a high grade single tube with 
thread fabric, the Diamond 400 and the 
Diamond Ixion, both of which have woven 
fabric though the latter is a second grade, 
but guaranteed. The Diamond Puncture 
Proof is another high grade single tube, 
while the Original completes the single tube 
list. In the double tube type there are the 
Diamonds 1920 and Niagara, the latter be- 
ing an unguaranteed puncture proof tire. 

That Kokomo and quality are synony- 
mous is strongly evidenced by the fact that 
even with its enlarged facilities The 
Kokomo Rubber Company, of Kokomo, 
Indiana, find life is one continual round 
of orders for their well-known single 
tube tires, as well as the Kokomo inner 
tubes, which tax their capacity to get the 
goods out of the factory. And that few of 
them ever come back for any cause is even 
a stronger argument of their "built to last" 
characteristics. It is one thing to know 
how a good bicycle tire should be made 
and another thing to make it, and the re- 
ception tendered the New Oxford, the De- 
fender and the Clover Leaf marks show 
that the Kokomo factory is keenly alive to 


All three tires are of the single tube vari- 
ety, the New Oxford being made in sizes 
from 20 to 30 inches and with a corrugated 
tread, while the Defender is a special with 
a milled tread and is made in three distinct 
types, road, cactus and tandem. The Clover 
Leaf is the only smooth tread of the three 
and is made for racing, tandem and road 

It is one of the proudest boasts of the 
Fisk Rubber Co., Chicopee Falls, Mass., 
that it has never marketed nor even made a 
tire which did not bear its own name. And 
wherever known, that name has stood for 
the best of quality both in manufacturing 
and marketing, as well as in material and 
structure. In variety of intent and wide 
range of applicability, the Fisk line is sig- 
nificant. The quota of bicycle tires includes 
a type for almost every conceivable class of 
use and user. 

There are, for instance, the Puncture 
Proof, Cactus and Racing tires, each with 
an individual reputation of its own, which 
goes to strengthen the reputation of the 
name wherever it is found. The Premier 
and Premier Puncture Proof, as well as the 
New Departure, together with the ad- 
ditional numbered styles, all made in rang- 
ing sizes according to their purpose, is 
complete and inclusive. Even the juvenile 
series has a character all its own, and goes 
to complete an otherwise unbroken chain 
of utilities. 

For the motorcyclist," on the other hand, 
there is the Fisk mechanically fastened tire, 
with its massive base of rubber and fabric 
forming a solid groundwork upon which 
bears the tube, and which is incapable of 
crowding or pinching it even under dire 
stress of careless handling. The method 
of fixture is by means of a series of through 
bolts passing from side to side of the base, 
and clamping the tire to flange and flange, 
is a noteworthy consideration in itself. 

The B. F. Goodrich Plant at Akron, Ohio. 

"Maybe a little more trouble to repair, 



valve stems, patching rubber and plugs and 
similar specialties. 

Morgan & Wright's Detroit Rubber Works. 

but not so apt to need it, and bound to stay 
repaired when fixed," may be said to repre- 
sent the characteristics of the M & W 
double tube bicycle tire, whose makers 
have stood as the chief exponents of the 
cemented double tube type first, last and all 
the time. But single tube tires are also 
put out under the M & W mark and an 
equally liberal assortment of special types 
is offered in each so that a tire for any par- 
ticular class of work may be had from the 
Chicago makers, who, by the way, are just 
about to take possession of their immense 
new plant in Detroit, Mich. This plant, 
the main building of which is four stories, 
and measuring 300x60 feet, has been in the 
course of construction for almost a year 
past and contains every modern equipment. 
The M & W line offers tires for juvenile 
wheels in both single and double tube types, 
the former, lyi inches sectional diameter by 
24, and the latter of the same size, known 
as style G. Then there is style A double 
tube for track and light road racing; style 
S2. Cataplarro, heavy tread for flint and 
gravel road work and style J for heavy road 
riding. In the single tube line which com- 
prises about half a dozen types, there is a 
tire of each type that corresponds to a simi- 
lar type of double construction. For in- 
stance, there is the Cataplarro heavy tread 
single tube and the Standard and types D, 
L and X, all of which have their counter- 
parts in the double tube line. Beside these, 
Morgan & Wright also produce a cushion 
tire, a variety of butt ended inner tubes 
and vast quantities of tire tape, cements 
and the like. 

and Monarchs which have long been the 
standby of the Goodyear line, though they 
constitute but a small part of it, and al- 
though this year the Goodyear people are 
strongly featuring their Giant Heavy Road- 
ster tire with a corrugated flat tread — about 
the only flat tread bicycle tire on the mar- 

In addition there are the Cactus Puncture 
Proof, the Giant Heavy Roadster, the 
Princeton and the New Surety, the Akron 
No. 20, the Buckeye single tube, the Na- 
tional and Eureka single tube tires and the 
Victory and Tip Top, all of which are made 
with corrugated treads. There is the Cleve- 
land puncture proof and the Krackajack 
made with a smooth, raised tread of rubber 
and the Colonial and National corrugated 
tread double tube tires made under M & W 
license. Inner tubes of the cemented type 
and also of the endless variety, are turned 
out in large quantities, as well as separate 

"Continental" has always stood for a type 
of construction in bicycle tires that was 
different. Ever since it has been making 
bicycle tires the Continental Rubber Works, 
Erie, Pa., has been turning them out on a 
plan all its own and that it is a good one 
hardly calls for statement in view of their 
continued success. The fabric is made of 
continuous layers moulded in a true circle, 
which does away with the necessity of splic- 
ing, while in the double tube type the casing 
is moulded in circular section without splic- 
ing and without the use of the inner tube 
made separately 

Counting the Liberty which is a medium 
priced tire sold without any guarantee, the 
Continental single tube line comprises four 
styles, the others being the No. 10 regular 
roadster; No. 30 roadster and No. 20 special 
roadster. Besides these two types of dou- 
ble tube tires are made the No. 60, a road- 
ster, and the No. 80, a tire of extra quality 
and heavy tread. Juvenile tires are also 
made in both single and double tube types 
and large quantities of inner tubes are man- 

Thus, if variety can count as a measure 
of the ability of a manufacturer to please 
his patrons, beyond a doubt, the Inter- 
national Auto and Vehicle Tire Company, 
of Milltown, N. J., should be placed upon 
a lofty pinnacle. For it markets no less 
than nineteen distinct and different brands. 

There are, for example, the Chase Tough 
Tread, and the Chase Roadster, to say noth- 
ing of four separate classes which are put 
out under the International headline itself. 
Then there are the particular resilient types, 
the Thorn Proof Thick Tread, the Endur- 
ance Roadster, and the Endurance Cushion 
Pneumatic. And, of course, there is a full 
line of juvenile type marketed. 

"They embody the best principles that 
years of tire building have taught," is the 
statement of the makers of the Goodyear 
bicycle tires, the Goodyear Tire & Rubber 
Co., Akron, Ohio. The new wrinkle in valve 
attachment that was introduced last year 
having proved to be all that was expected 
of it in preventing the tire from becoming 
porous, has been retained, and forms one 
of the distinctive features of the Pathfinders 

The G & J Tire Factory, Indianapolis, Ind. 




High-Grad€ Bicycles 

Are Made 

It is not a new storj' — that of how 
bicycles are made; but until the end of time 
it will remain an interesting one and one 
that will hold the attention of the rising, 
generation, at least. Of the many who ride 
bicycles few have seen the inside of a 
bicycle factory. So gloriously simple is 
the completed product, that few persons 
ever pause to consider the wealth of detail 

In the nickel-plating department. The gas-heated enameling ovens. Where th§ 

finished parts are inspected. 

Drilling Cranks, 
and painstaking care and attention that its 
production entails — that is the production 
of bicycles of quality. For there is a wealth 
of detail and care required and though each 
factory may have certain processes peculiar 
to itself, for the purposes of this story, the 
methods that produce Racycles at the plant 
of the ]\Iiami Cycle & Mfg. Co., Middle- 
town, Ohio — many of which methods are 
well portrayed by the accompanying illus- 
trations — will serve admirably as to apply- 
ing to bicycle manufacture generally. 

The tires would appear to form the foun- 
dation upon which the whole structure rests, 
but in reality they are merely the finishing 
touch with which the manufacturer of the 
bicycle itself has little to do except to fas- 
ten them on the rims. As a matter of fact 



the frame forms the nucleus about which 
all the remaining i)arts are clustered, so 
that with the making of this the bicycle 
may well be said to have its inception — and 
it is well to bear in mind the methods here 
described apply solely to high grade 

Drilling and pinning frames. 

bicycles. In the manufacture of cheap ma- 
chines every penny counts. Penny pinching 
;s indeed the cardinal doctrine and always 
is the aim not to see how much can be done, 
but how little and how that can be done 
quickest, with the cheapest possible labor 



.1 .■\,'r^-^u~'s-ryt-.- --«-- - 





|^^^^^HIH^4lv| ~" ^^R 

Brazing the Joints. 

and the cheapest possible materials and pro- 

Steel tubing, which has gone through 
some very striking processes itself before 
ever reaching the bicycle factory — and the 
production of which in America was de- 
veloped by the bicycle — may therefore be 
rightly said to constitute the first "ingre- 
dient," Observe, if you will, the workman 

In the wheel room, Assembling the finished machines. 


The last step— crating for 



at the bench operating a simple little ma- 
chine — probably one of the simplest in the 
whole establishment. The bench is piled 
with short pieces of tube while on the floor 
beside him is a heap of long stock lengths. 
He picks up one of them, shoves it -between 
the swiftly revolving cutters until it reaches 
a certain point; and with a pull at the lever 
snips it oflf, and the operation is repeated 
indefinitely. The number of cuts neces- 
sary to provide the three long pieces com- 
prising the frame are made in the time it 
takes to describe the operation. 

The head, seat post and crank bracket 
connections are the only remaining parts 
necessary to assemble the frame and these 
are being supplied at an adjacent bench. 

deal more noise than it should. The added 
roar is that of the powerful blowers forcibly 
drawing off the metallic dust _and ejecting 
it into the outer air. The frames and forks 
again separate, the former coming into the 
hands of the gangers who test them care- 
fully for alignment and then to a general 
inspector before finally reaching the enamel- 
ing room, while the latter go through simi- 
lar steps before being bundled off to the 
nickel plating department. Both are about 
to enter upon the last step before forming 
a part of a complete machine. 

The frames are chemically cleaned and 
polished to remove every trace of foreign 
matter, and are then treated to a bath in 
anti-rust solution to prevent the tubing from 

Cutting the Sprocket Wheels. 

They are put in and when rough shaped are 
carried over to the forming machine to be 
drilled, wired, riveted and made ready for 
the brazers. Each joint having been sub- 
jected to the roaring flame until red hot, 
and then having had molten brass poured 
into every crevice, the artisan meanwhile 
turning and twisting the piece to insure the 
penetration of the yellow, watery looking 
metal, the frame is complete, and is put one 
side for the finisher. In the interim, the 
forks have been under construction; the 
crowns have been forged by the drop ham- 
mers at white heat, and the fork sides of 
18 gauge seamless tubing reinforced at the 
tips have been assembled, also by riveting 
and brazing, and for the first time the frame 
and the forks come together in the first 
detail of the finishing process. 

At a long row of vises along the wall men 
are filing the brazed joints of the frames 
smooth by hand, while others are holding 
the recently assembled forks and crowns 
up against whirring emery wheels — an 
operation that apparently makes a great 

becoming corroded. A large number of 
them are then hung near the ceiling of a 
huge gas-heated oven and this anti-rust 
solution subjected to a baking for five hours 
at a temperature of 350 degrees Fahrenheit. 
As soon as they have again cooled they are 
sandpapered and washed and are then ready 
for the first coat of enamel. Plain colors 
such as black are applied by dipping in huge 
tanks with a capacity of several frames at 
a time, while the finishing touches in color, 
the striping and lettering are handwork, 
and the rapidity with which the detail is 
worked in by the busy brushes of the enam- 
elers forms a fascinating scene. Another 
baking in different ovens and at temperat- 
tures varying from 180 to 350 degrees 
Fahrenheit according to the shades em- 
ployed, follows the application of the first 
coat of enamel, and after this they are 
again rubbed down. Like carriage painting, 
the process of securing a good body and 
finish on the steel tubing is a tedious one 
and requires that the operations of coatmg 
with enamel, baking and rubbing down be 

repeated a number of times, which varies 
with the color desired. After it is complete 
the plain black frames receive a finishing 
coat of transparent copal before being sub- 
jected to the final baking. Since first ap- 
pearing as a frame, the materials which the 
visitor may imagine himself to be following 
step by step into the complete bicycle, have 
undergone seven different operations, 
passed through five ovens and are again 
ready for a general inspection before going 
to the stock room. In the meantime the 
forks have reached the same place via the 
nickle plating room where they have been 
subjected to a lengthy process of finishing. 
But handle bars, sprockets, spokes, 
cranks, seat posts and all the multitude of 
small parts that go to make up the com- 
plete machine, also have to pass through 
the nickel plating room. Before they do 
so however they must first come into exist- 
ence and it is very interesting to note how 
they are made. This brings the course of 
inspection to one of the most fascinating 
departments of the factory — the machine 
tool room. Here are machines big and lit- 
tle, of every imaginable description and 
the ceaseless whirring of what appears to 
be miles of shafting and belts so distract 
the attention that it is difficult to confine 
observation to any pa:rticular detail. Here 
at a row of semi-automatic screw machines 
long piles of round and flat steel bars are 
rapidly being converted into head and 
hanger cones, crank hangers, bolts, nuts, 
washers, retainers and the like. Not far 
away is another row of the same machines, 
cutting, biplaning and facing rear sprockets 
of various sizes. Opposite them are milling 
machines which convert the round, useless 
looking blanks into sprockets by cutting 
teeth out of their edges and this may well 
be said to be one of the most interesting 
of the mechanical operations. Taking al- 
most three dozen of the fiat, hollow disks 
to be converted into the large 30 tooth 
sprockets that constitute one of the dis- 
tinctive features of the Racycle, the work- 
man passes them over a mandrel or bar, 
clamps them tightly together between two 
plates and the whole is set in the machine 
and connected up. The machine is started 
and the solid group of blanks is slowly 
drawn beneath what appears to be a rap- 
idly revolving star wheel. This is the mill- 
ing cutter and its passage leaves a remark- 
ably clean and well defined channel. One 
instinctively watches the operator to note 
what he will do when the cutter comes to 
the end of its course, but he keeps his eye 
on the work and makes no move. With a 
click and a slight jerk the machine revolves 
the blanks one notch, draws them back to 
their starting point and again sends them 
under the cutter which mills the next chan- 
nel, leaving between the two the first row 
of teeth on the sprockets to be. The ma- 
chine is a "full automatic" and barring acci- 
dent, it performs its functions continuously 
without supervision other than a supply of 
new blanks from time to time. 

While apparently as simple a piece of the 





machine as any, the cranks go through a 
great many operations, the special design 
of the Racycle in this respect making 22 
operations for the right crank and 18 for 
tlie left crank necessary for their comple- 
tion, with a trip to the inspection room after 
each machining operation. From the time 
that the crank first takes form under the 
hammer of the drop forging press, is drilled, 
turned and machined a number of times, un- 
til it finally emerges, complete except for 
its ornamentation, it goes through a course 
of different operations such as would suffice 
in the eyes of the uninitiated to build a 
whole bicycle. Having completed this long 
round, it goes together with the other pro- 
ducts of the machine room to the tempering 
department where all similar parts are 
taken to be carbonized and case hardened 
nr tempered. Having emerged from this 
it enters upon the next to the last step by 
joining a mass of all the other small parts 
in what may be termed the ante-room of 
the nickel plating department. 

At a long row of whirring, roaring ma- 

chines, operators are grinding and polishing 
cranks, sprockets, handle bars and other 
parts that are to be bright on the finished 
bicycle. Each workman devotes himself 
to a certain part of the machine and there 
they sit, hour after hour, holding a sprocket 
or a handle bar up against the rapidly re- 
volving buff or polishing wheel. After an- 
other inspection the small parts enter upon 
the last step. They are first suspended in a 
boiling solution of caustic potash or some- 
thing similar to eliminate every trace of 
dirt and grease, and are then made chemi- 
cally clean by being put through various 
solutions and scouring processes. Next 
they are given a heavy deposit of copper 
in the first plating vats and after being dried 
are again buffed until they shine more like 
gold than anything else. This is to secure 
a perfectly smooth surface for the nickel 
and after another cleaning they find their 
way into the nickel plating vats, where they 
remain three to five hours, meanwhile being 
steadily kept in motion so that every part 
of the article may receive an even deposit. 

From this they emerge a dull, silvery white 
which turns to a brilliant lustre under the 
final buffing. 

Having traced the course of every part 
through its many phases, from raw material 
to the finished article, they may be fol- 
lowed to the stock rooin where all are col- 
lected. Here are to be seen practically 
everything except the frames, which have 
already been described, and the wheels. 
The wood rims constitute one of the very 
few parts that are not made in the factory 
itself, and with their addition the wheels 
are put together in a room specially devoted 
to the purpose and the last part is ready 
for the assembler. Wheels, forks and frames 
are joined for the first time, handlebars and 
seat posts added, cranks, sprockets and 
chains i:)ut in place and adjusted, grips fas- 
tened in place and the saddle bolted on 
and the bicycle is ready for the road. But 
in order to to reach the latter, it is first 
packed in a crate in the shipping depart- 
ment, which marks its last connection with 
the factory. 



^Thc Bicycle Records^ on the BooKs^ 


A handicap is recognized as competition record if the time made 
than has been made in any scratch race of same distance. 

Time. Holder. Place. 

li mile, 0:28^-3 F. E. Kramer Vailsburg May 

Yi " 0:38^5 E. C. Bald Charlotte, N. C Nov. 

'yi " 0:S4^s F. E. Kramer. .. .Vailsburg June 

*J4 " 1:225^ C. E. Hollister. . .Salt Eake City Aug. 

* 1 " 1:49 JS F. E- Kramer Vailsburg- Sept. 

•2 '■ 3:48 VV. M. Samuelson. Salt Eake City Aug. 

3 " 5:55>i Iver Eawson Ogden ' July 

•5 " 10:15 W. S. Fenn Vailsburg Aug. 

10 " 21:295^ W. M. Samuelson.Salt Eake City Aug. 

15 " 33:44 F. E. Kramer Vailsburg Sept. 

20 " 46:06H-...E. C. Hausman. .Madison Square Garden. . .Sept. 

25 " 57:52^i F. E. Kramer Madison Square Garden. . .Sept. 

One hour, 26 miles 19 yards, W. Hedspeth, Dayton, O., July 31, 
*Made in handicap. 


Holder. Place. 

. . Major Taylor Chicago Nov. 

..J. S. Johnson. .. .Nashville Oct. 

. .Major Taylor Chicago Nov. 

..W. W. Hamilton. .Coronado, Cal Mar. 



hi mile, 

0:20 .. 

'A '■ 


H " 

0:41 .. 

'A " 


1 " 


2 " 


3 " 




5 " 

5:51 .. 

is better 

4, 1902. 

3, 1897. 
15, 1902. 
18, 1905. 
11, 1904. 

4, 1905. 
6, 1905. 

25, 1901. 

5, 1904. 
22, 1901. 
28, 1901. 
28, 1901. 



9, 1899. 

29, 1896. 

10, 1899. 

2, 1896 

. .R. A. Walthour. 
, . Joe Nelson 

• Chas. River Pk May 31,1904 

" Aug. 27, 1903 























1 hour, 50 

2 hours, 77 

miles, 3 yards, Harry Caldwell Charles River Pk.Sept. 1, 1903. 

" 440 '■ Tames Moran Revere Aug. 8, 1903. 

900 " Harry Caldwell Revere Sept. 5,1904. 

275 '■ Hugh McEean " 

910 " James Moran " " 

220 " James Moran " 

220 " Chas. Turville Salt Eake City ... Sept. 15, 190E 

440 " W.F.King 






B. W. Pierce Waltham July 3, 1899. 

W. F. King Salt Eake City... Sept. 15, 1901. 

John Eawson Los Angeles June 10, 1900. 


Time. Holder. Place. 

mile. 0:24 W. M. Samuelson. Ogden July 

0:34}i W. W. Hamilton. Coronado, Cal Mar. 

0:51'A W. M. Samuelson. Ogden July 

" l:l4'/i . . . .V/. C. Sanger Denver Nov. 

1:53/5 W. M. Samuelson.Salt Eake City July 

4:08/5 " ■ " " " J""*^ 

" 6:32/5 F. J. Titus Woodside Pk, Philadelphia. July 

8:50 " 

11:04}^ ."Mex Peterson Dayton, O Aug. 

23:09^5 W. W. Hamilton. Denver, Col July 

" 35:03 .... •■ ■ ■• " 

" 47:08/5 " • ', ' 

" 59:13/s.... " • " 

One hour, 25 miles, 600 yards, W. W. Hamilton, Denver, July 9, 



1 mile. 


2 miles 

, 2:19-.... 

3 ■• 







5:51 .... 


7 -.OO'A 

7 " 


8 " 


9 " 


10 " 




12 " 

13:43 .... 

13 " 


14 " 


15 " 


16 " 


17 " 


18 " 


19 " 




21 " 


22 " 



25:59 .... 



25 " 




27 " 


28 " 


29 " 


30 " 



36:26 .... 

32 " 




34 " 


35 " 


36 " 


37 " 


38 " 


39 " 




41 " 


42 " 


43 " 




45 " 




47 " 


48 " 


49 ■' 


SO " 


80 " 



2:28:46 .... 

100 " 


125 " 



Hugh McEean 
Hugh McEean 
James Moran. 
Harry Caldwell 
R. A. Walthour 

Harry Caldwell 

. . Hugh McEean 

Charles River Park Aug. 





29, 1905. 

2, 1896. 

13, 1905. 

16, 1895. 

25, 1901. 

21, 1904. 

2, 1898. 

4, 1902. 

9, 1898. 


27, 1904. 

28, 1904. 
1, 1903. 

31, 1904. 


.Sept. 1. 1903. 

Revere Sept. 5, 1904. 

Hour. Holders. Distance. Year. 

1 Gougoltz and Kaser 25.2 1902 

J Gougoltz and Kaser 49.9 1902 

i lilkcs and McFarland. . . 72.>i 1900 

4 Elkes and McFarland... 95.1 19U0 

5 Eeander and Krebs 118.1 1902 

6 Kedell Brothers 141.2 1902 

7 Elkes and McFarland... 162.6 1900 

8 Bedell Brothers 185.0 1902 

9 Elkes and McFarland... 204.3 1900 

10 " "... 226.0 1900 

11 ■' " ... 247.5 1900 

12 " •• ... 267.2 1900 

13 " " ... 291.2 1900 

14 " "... 309.5 1900 

15 " " .. . 331.0 1900 

16 " ■ " ... 349.8 1900 

17 " " ... 371.3 1900 

18 '• "... 390.6 1900 

19 " "... 410.2 1900 

20 " "... 428.9 1900 

21 " "... 449.2 1900 

22 " "... 470.1 1900 

23 " "... 490.8 1900 

24 " "... 510.1 1900 

25 " "... 529.0 1900 

26 " "... 547.7 1900 

27 " "... 565.6 1900 

28 " " ... 586.4 1900 

29 " "... 605.6 1900 

30 " "... 622.1 1900 

31 " " ... 640.4 1900 

32 " "... 659.4 1900 

33 " " ... 679.1 1900; 

34 " "... 698.2 1900. 

35 " "... 715.4 1900 : 

36 " "... 734.2 1900 

37 " "... 753.8 1900 

38 " " ... 773.3 1900 

39 •• "... 792.1 1900 

40 " " ... 811.7 1900 

41 " " ... 831.0 1900 

42 " "... 850.7 1900 

43 " "... 869.1 1900 

44 " "... 889.1 1900 

45 " " ... 906.1 1900 

46 " "... 926.4 1900 

47 " "... 946.8 19001 

48 " "... 966.3 1900 

49 " "... 985.3 1900 

50 " " ...1002.2 1900 

51 " " ...1020.5 1900! 

52 " " ...1038.6 1900 

53 " " ...1056.0 1900 

54 " " ...1073.3 1900 

55 Miller and Waller 1093.1 1899 

56 " " 1112.7 1899 

57 " " 1130.1 1899 

58 " " 1148.5 1899 

59 " " 1167.7 1899 

60 " " 1184.7 1899 

61 " " 1203.9 1899 

62 " " 1221.7 1899 

63 " " 1239.5 1899 

64 " " 1259.4 1899 

65 " " 1278.6 1899 

66 " " 1298.6 1899 

67 " " 1318.9 1899 

68 " " 1336.4 1899 

69 " " 1355.7 1899 

70 " " 1376.4 18991 

71 " " 1395.6 1899 1 

72 Miller 




































































Holders. Distance. 

and VVaiier 14ib.8 




















" 1787.4 










" 1977.6 
















" '..2279.0 






" 2390.2 






" 2494.8 










" 2690.4 


" 2733.4 




^Thc Bicycle Records on the Books^ 

y^ mile, 



5 " 




1:18 .. 



3:48 ., 

6:11 .. 
10:15 .. 


Holder. Place. Date. 

. .F. Iv. Kramer... Vailsburg Sept. 5,1904. 

..." June 15, 1902. 

..W. F. Sims Washington Aug. 15, 1898. 

..C. h. Hollister..Salt Lake City Aug. 18, 1905, 

..F. L. Kramer. . .Vailsburg Sept. 11, 1904. 

. .W.M.Samuelson..Salt Lake City Aug. 5, 1901 

..W.M.Samuelson..Salt Lake City July 12, 1904. 

..W. S. Fenn Vailsburg Aug. 25, 1901 

. .W. S. Fenn Vailsburg July 27, 1902 



1 hour, 

2 hours, 

3 " 

5 " 

10 " 
12 " 
15 " 
20 " 
24 " 

55 miles, 1,515 yards Guignard 

99 " 580 •• Contenet 

131 " 621 

156 " 518 " Robl 

188 " 138 " " 

248 " 661 " Contenet 

400 " 1,429 

474 " 1,481 

574 " 398 

724 " 454 

815 " 291 


. . . Leipsic Sept, 

. . . Paris Mar. 

. . . Berlin Aug. 

April 12, 1905. 

3, 1905. 

4, 1906. 
3, 1902. 

..Paris Mar. 4, 1906. 

Yi mile, 
*H " 
*K " 
*.2A " 
'Yi " 
* 1 
5 " 










Time. Holder. Place. 

:28J^ M. L. Hurley Vailsburg July 

:38^ W. S. Fenn Hartford Sept. 

:57U....M. L- Hurley. .. .Providence Aug. 

1 :18 M. L. Hurley " July 

1 :26t^ J. H. McCormack . Ogden Aug. 


21:23 . 
35:32 . 
One hour, 24 miles, 




E. Smith Salt Lake City Aug, 

H. Wilcox •' •• " July 

Carter Ogden Aug. 

H. Wilcox. .. .Ogden June 

P. Linley. . . -New Haven May 

H. CoUett New York City May 

Stauder New Haven Aug. 

W. Forrest. .Vailsburg July 

....J. P. Jacobson. . .New York City Aug. 


27, 1902. 

3, 1900. 

13, 1902. 

1, 1901. 

27, 1905. 
20, 1901. 
18, 1905. 

3, 1905. 

28, 1905. 
30, 1902. 
30, 1900. 

5 1900. 

28, 1901. 

25. 1899. 

. .W. Torrence. 

1,472 yards, Geo. H. CoUett, New York City, May 30, 

*Made in handicap. 














:25 , 

:25 . 



2:005^ John 

4:25 F. S, 


9:31% O. B. 


Holder. Place. 

. Calvin Snow Providence Aug. 

. N. C. Hopper Salt Lake City Aug. 

.A. B. Simons Deming May 

.N. C. Hopper Salt Lake City Aug. 

.J. G. Heil Denver " July 

.S. H. Wilcox Ogden, Utah July 

Hume Ogden, Utah July 

Dusenberg. . .Ottumwa, Iowa July 


25, 1896. 

19, 1902. 

26, 1896. 
7, 1902. 

31, 1897. 

20, 1905. 
13, 1905. 
24, 1899. 

Hackenberger. Denver Dec. 13, 1895. 


1:18 . 
7:25 . 
10:56 . 

.M. L. Hurley. 

Place. Date. 

. .Vailsburg May 30, 1902. 

..W. S. Fenn.'. Hartford Sept, 

. ..M. L. Hurley. .. .Providence Aug. 

. ..M. L. Hurley. .. .Providence July 

. . . J. H. McCormack . Ogden Aug. 

...Eddie E. Smith. ..Salt Lake City Aug. 

...J. B. Hume Salt Lake City Aug. 

. ..R. A. Garni Brookside Park Sept. 

...M. L. Hurley Vailsburg July 


















1 :S2j''5 . . . .Hausman-Rutz 

3:54 Wilcox-McCormack. Salt Lake City Aug. 1,1905. 

5:475^ ....Wilcox-McCormack. " " " July 27, 1905. 

10:15 Wilco.x-McCormack. " " " June 13, 1905. 




















.R. G. Holzel. 

. . Spokane Sept. 

.Geo. Leander. . . 
.Samuel Sulkin. , 
.Walter Smith.., 

. Indianapolis Sept. 

.Charles River Park July 

.Vailsburg July 


0:20 >$. 
1:13 . 



9:S\% Joe Nelson.. 






21:12 " 







hour, 35 miles, 1,055 yards. 


4, 1899. 

26, 1899. 
29, 1900. 
25, 1903. 

27, 1902. 

.Oct. 5, 1901. 

1 mile, 


3 " 







50 " 

62 " 












18:14 . 

19:55 . 





47:37 . 





2:03:5 % 

hour, 31 miles, 
hours, SO miles 


Place. Date. 

Sulkin. .Providence Aug. 22, 1903. 

Joe Nelson Vailsburg Oct. 20, 1901. 


Duer Berkeley Oval. 


Nelson. . . .Montreal Aug. 

9, 1899. 
10, 1899. 





Montreal, Aug 
Montreal, Aug. 



World's human-paced hour record, professional — Rene Portier, 30 miles 855 
yards, Paris, Oct. 22, 1905. 

World's unpaced hour record, professional. — Petit Breton, 25 miles 969 yards, 
Paris, Aug. 24, 1905. 


Tandem — Competition — One mile, 1:46%, N. Butler-T. Butler, Cambridge, 
July 31, 1897. Against time, paced — Onemile, 1:37H, McCarthy-Munroe, Brock- 
ton, October 3, 1899. One mile, 1:43%, Samuelson-Williams, Salt Lake City, 
July 8, 1904. Five miles, 9:25 %, Flower-Church, Philadelphia, November 6, 
1897. Against time, unpaced — One mile, 1:51%. Swanbrough-Hughes, Denver, 
October 4, 1897. One hour, 26 miles, 1,292 yards, Sager-Swanbrough, Denver. 
Handicap — One mile, 1 :50, J. Chapman-I. Lawson, Salt Lake City, June 2, 

Triplet — Competition — One mile, 1 :46, Michael-Stone-Bainbridge, Cambridge, 
July 31, 1898. Against time — One mile, 1:40%, Fernwalt-Munroe-Johnson, Phil- 
adelphia, July 30, 1898. One hour, 28 miles, 75 yards, Kaser-Miller-Gardiner, 
Bellair, March 16, 1898. 

Quadruplet — Competition — One mile, 1:50%, Waller-Leonert-Pierce-Scherer. 
Cambridge, July 31, 1897. Against time-:70ne mile, 1:40; Schinneer-Newkirk- 
Bohman-Bradis, Chicago, August 20, 1898. 

Quintuplet — Competition — One mile, 1:46%, Sager - Eckberg - Watts - Swan- 
brough-Casey, Cambridge. July 30, 1898. Against time — One mile, 1:46%, Calla- 
han, N. Butler-Pierce-Walsh-Coleman, Cambridge, August 1, 1898. 

Sextuplet — Competition — One mile, 1 :45$,$, McDuffee-Caldwell-Sullivan-Mayo- 
Barnaby-Saunders, Gambridge, July 31, 1897. Against time — One mile, 1:41%, 
Saunders-Pierce-F. Butler,-CaidwelI-Grooks-CQleman, Cambridge, September 26, 


"I have not spent a penny on the machine 
since I got it, for, to be candid, I don't think 
it is worth it." 

"The bicycle fully upholds your reputa- 
tion," writes a disinterested friend; "it is 
now on the scrap heap." 

"Yours is a ripping good bicycle. It tore 
up yards of roadway the other day — after 
the forks broke." 

"I may say that Juggins, whom I recom- 
mended to get one of your world-famed 
cycles, is now convalescent." 

"After fitting new frame, new wheels, 
and new bearings, the bicycle you sent me 
last week is running very smoothly, indeed." 

"Your bicycle is the only genuine safety 
on the market. A cycle thief took it away 
yesterday morning and brought it back 

again to-day." 

"I have done 200 miles since Friday — 105 
by train." 

"Permit me to say that your machine is 
fit for a king — if he doesn't cycle." 

"The machine you sold me will be a good 
advertisement for you. Already it is ad- 
vertised in the for sale columns. 






which cycling owes to the MORROW never can be 
repaid. It made cycling not only safe but thor- 
oughly enjoyable." 

of one of the very many enthusiastic adherents of the 



Our Illustrated matter is not merely interesting— it's instructive. 





J 77 


the Automobile Owes 

to the Bicycle 

Just now when the automobile is looming 
so large in the public eye, it is interesting 
to note how greatly the bicycle has influ- 
enced its construction. The number of 
"bicycle ideas" that have been borrowed — ■ 
many of them vital ideas — is not inconsider- 
able, but the fact rarely is appreciated or 
remarked. The debt that the automobile 
owes the bicycle is not a small one as that 
veteran cyclist, Henry Sturmey, recently 
pointed out. 

"To begin with the wheels; where would 
the motor car of to-day be without rubber 
or pneumatic tires?" he asks. "Yet both 
the solid and pneumatic tire are entirely the 
result of cycle development, and I think 
I may say that without these, the motor car 
of to-day would be an impossibility, and I 
am certain any motor car so constructed 
would be but a qualified success. Then we 
have the wire suspension wheel, which, al- 
though tabooed by many motor engineers — 
largely because it is a typical cycle wheel — 
is now beginning to be recognized as the 
lightest and strongest form of construction, 
being used in preference to the' wood wheel 
in the construction of racing cars where the 
highest combination of lightness with 
strength is required, and it is not by any 
means beyond the bounds of possibilty that 
it may eventually oust the artillery wheel 
from its present universal position. And 
then we have ball bearings. True, they are 
not universal on the motor car to-day, but 
I have very little doubt but that they shortly 
will be, seeing that quite a majority of the 
up-to-date cat's for the present season are 
so fitted. Now, not only the ball-bearing 
but the roller bearing, are both — especially 
the former — essentially the work of the 
cycle engineer. The ball-bearing was used 
on cycles for many years before engineers 
engaged on tlie construction of other ma- 
chinery would consent to even look at it; 
yet to-day we find ball bearings used in 
many other engineering- constructions, and 
now being adopted extensively by the motor 

"Further than this, no part of motor car 
construction owes more to the cycle than 
does the chain, for the development of the 
pitch-chain is entirely diie to the cycle ex- 
perimenter. Before the cycle maker took 
it in hand, transmission by chain was looked 
upon — and rightly looked upon — by en- 
gineers as one of the most wasteful and 
least efficient forms of power transmission; 
yet by gradual development to his needs 
and by the selection of materials especially 
produced by the steel makers for the pur- 
pose — as also with the ball-bearing — the 

pitch-chain has been developed until it is 
to-day recognized as not the least efficient, 
but probably the method of transmission 
providing the highest efficiency known, 
more especially when another lesson from 
the cycle manufacturer is learnt, and the 
chains enclosed in oil-tight gear-cases, as 
they are upon some cars. And then we 
have the differential gear and the live axle. 
Whilst not entirely original with the cycle 
manufacturer — the differential* gear in its 
original form having been used upon trac- 
tion engines prior to its re-invention and 
adaptation to the tricycle — it has been solely 
and entirely by means of the latter that this 
-form of construction has been popularized 
and its merits universally recognized. In- 
deed, so closely has the balance-geared live 






Morgans Wright 



axle of the tricycle maker been copied by 
the motor engineer that he has in many 
cases taken it bodily in the form used by 
the cycle maker — a form which was orig- 
inally arrived at in order to place the chain 
between bearings carried between the feet 
of the rider! And he has adapted his mech- 
anism to that construction with detrimental 
effect to the mechanical system of con- 
struction of his car in place of rearranging 
the details of his live axle to meet the re- 
quirements of correct mechanical design. 

"Then we have the connected steering, 
which to-day is imiversal upon motor cars. 
This, too, was introduced, and achieved 
some measure of popularity, in tricycle con- 
struction years before the automobile was 
thought of. Again, the use of hand-brakes 
and the various means by which they are 
applied only reintroduces the systems which 
have at one time or another formed a part 
of the equipment of cycles, of either the 
two or three-wheeled order, and the con- 
veyance of power from the hand to the 
brake and to other parts of the mechanism 
by means of the Bowden wire — which sj'S- 
tem is to be found to-day on a very large 

number of cars — is another simple adapta- 
tion from cycle practice, because the widely- 
used Bowden brake of the cycle, together 
with its operating mechanism, are essen- 
tially, from their very, inception, a develop- 
ment of cycle construction; and, although it 
may at first sight not strike the reader, it 
will be seen that even the broad design of 
many a modern car is based upon that of 
the modern safety bicycle. 

"The drive by the back wheels by means 
of a chain from the propelling power placed 
in the centre, the distribution of the bulk 
of the weight between the wheels — i. e., 
within the wheel base and more largely on 
the rear than on the front wheels — and the 
steering with the front wheels are all tacit 
recognitions of the correctness of the de- 
sign of the older and lighter form of road 

These Should be Happy Botanists. 
One of the most recent recognitions of 
the bicycle's utility is contained in the action 
of the Education- Committee of London's 
County Council in recommending that each 
of the gardeners in the Council's employ be 
supplied with a bicycle as well as an allow- 
ance of two cents per mile for each mile 
ridden. These gardeners are employed in 
the collection of botanical specimens which 
are supplied to no less than 575 departments 
of the County Council schools. It is said 
that on an average of 700 boxes, contain- 
ing 500,000 specimens are dispatched 
monthly. The latter are collected in dis- 
tricts, mainly remote from railway stations 
so that by employing bicycles not only is 
the cost of conveyance greatly reduced, but 
a very much larger sphere of exploration 
becomes possible. 

The Sermon from Ezekiel. 
The Reverend J. Westbury Jones, of Spa- 
Fields Church, London, apparently has had 
some experience with punctures. On a re- 
cent Sunday he took for his text Ezekiel 
15-16, "The appearance of wheels and their 
works." Among other things, the divine 
took occasion to say: "As long as the tire 
is full of wind it goes easilj', but when the 
wind goes out its progress is impeded. 
There are punctured .Christians as well as 
punctured wheels. St. Paul said to the 
Galatians, 'Ye did run well; who hath hin- 
dered you?' For a time they seemed to be 
filled with the Spirit and were running well; 
but the Christian tires ran against some 
sharp Judaistic stones, and the Galatians 
were punctured. And it is not so easy to 
mend a life as it is to mend a bicycle." 





i. e , deliveries just commencing 


Bi and Motor Cycle 

A Real Necessity for flotor Cycles. 

A Real Good Thing and Nice 

Change for Bicycles. 

Possess an advantage of divid- 
ing the weight, especially in Motor 
Cycle Lamps, their hard jolting being 
severe on heavier contained generator 

The "separated " Lamp presents a 
very neat and light appearance on Bi 
and Motor Cycles, while the Generator 
takes up little room placed elsewhere 
on the frame, or on inside of dash 
board, etc. etc. 


Prices according to Bracket Equipment. 

Lamp No 3.-Bicycle Lamp No. 4.-M0TOR CYCLE. 

Bracket No. 15 Handle-bar Stem, $).2S. 

Diam. Front Reflector, 3 J^.inches. 
Prices, $5.00 to $6.50. 

No. 9.— Separate Generator. 

Diameter, Frout Reflector, 6 inches. 
Prices, $6.00 to ?7.5o 

Lamp No. S. 
Driving, Small Auto, &c. 

Supplies '.^ ft. li.qlit 6 to 8 hours. 

Diam. Front Reflector, 6 inc'. es 
Price, S6 00 and S 10.00. 

Bracket No. 10 Non-Slipping Pork $1.50. 

Bracket No. 17 Hanger <o Top Bar $1.50. 

.,y'7r -l^gi^Jli* BRACKET ATTACHMENTS for "Contained and Scpcratc Generator," BICYCLE 

/^f/ ^^j^'^ ~~ ^^ We desire users of our Lamps to have the best adapted Brackets for their purposes and to 

^^ ^^ facilitate this we will exchange brackets of ^ame value or allow the price of those of less value 

to apply on those more expensive, 


For fuither details and illustrations of the full line of Brackets send for special catalogue, or better when practical, call 
at the office of this company and inspect the equipment on different machines. 

To THE Trade: — The indications are that the demand will be very large for these lamps for Bicycles as well as Motor 
Cycles; it you can use some of them we take the liberty of recommending that in addition to the order you may place for prompt 
delivery, you anticipate your probable wants, and favor us with an immediate advance order, with dates of shipment speci- 
fied, which will be to our mutual advantage in insuring deliveries when wanted. 

Trusting to be favored with your early orders, we are. 

Yours very respectfully, 

19 Warren Street, (near Broadway,) New York. 

The Bicycling 


Volume LIII. 

New York, U; S. A., Saturday, May 12, 1906 ^ 

No. 7 



Fisk Follows up Advantage and Lifts the 
Heavy Western Barrier. 

What can be done in the matter of regu- 
lation of railroad rates when manufacturers 
or merchants seriously apply themselves to 
the task, is well evidenced by the sweeping 
success of the Fisk Rubber Company in 
that direction. The Fisk people have just 
received word that the greatest of all the 
barriers attacked has given way, which is 
to say that the Western Classification Com- 
mittee has decided to lower its rates on 
tires to the Western territory. 

Early in January the Eastern Freight 
Association Committee "came down," and 
only last month the Fisk insistence effected 
an entering wedge in the West, when rates 
to Denver and Salt Lake C'ty and all points 
common thereto were lowered to 43^ cents 
per hundred pounds, which makes plain the 
extent of the victory. 

With the extortion in the West relieved, 
what the saving means to all those who have 
to do with the manufacture and purchase of 
tires readily may be imagined. While in 
Southern territory rubber tires were car- 
ried as first class material, the Western 
railroads exacted a rate of 2 and 2^ times 
first class in less than carload lots on the 
same goods, according to whether the tires 
were inflated or deflated, a rate that was in 
excess of express charges to the same 
points. Despite the obvious unreason of the 
situation, the Western railroads refused 
relief, and it was not until the Fisk Rub- 
ber Company filed a complaint with the 
Interstate Commerce Commission that a 
great white light began to dawn. 

Credit for the reduced rates is due almost 
wholly to Traffic Manager Lyman, of the 
Fisk Rubber Company, who has been un- 
relenting in his pursuit of the railroads. 
When he appeared before the Western 
Classification Committee early in March, 
the railroad men tried hard to persuade him 
to permit the whole matter to go over 
until the July meeting; but he stood firm 
and insisted that the matter be submitted 
to a mail vote. He carried the day, and it 
is this mail vote that has just resulted favor- 
ably and that will bring about the reduction. 

Throughout the entire fight the Hartford^ 
Rubber Works Co. loyally has supported 
the Fisk people, their Mr. Kessler being 
present with Mr. Lyman at all of the con- 
ferences that were held. 

More Suits Involving Consolidated. 

Two more suits involving the Consoli- 
dated Manufacturing Co., Toledo, Ohio, 
and the companies absorbed by it, were filed 
last week. They took the form of appli- 
cations for receivers and marshal liens 
against the Snell Cycle Fittings Co. and 
the Kirk Manufacturing Co. 

The former is alleged to owe the E. P. 
Breckenridge Co. $8,224.94 on a note and 
to have numerous other claims outstanding 
and the latter is sued by Edward A. Kirk, 
on a note for $2,500. 

Meanwhile the receiver is operating the 
Consolidated factory and receiving and fill- 
ing orders as if nothing had happened. It 
is stated that the liabilities of the concern 
may touch $710,000, nearly all the parts and 
accessory makers being on the list of cred- 
itors, the claim of one tire manufacturer 
alone being $18,000. The full extent of the 
company's disastrous venture into auto- 
mobiles also has come out. It is stated that 
in that unfortunate enterprise, fully $200,000 
were lost, all of which came out of the 
bicycle earnings. 

Motorcycles Morrow's Own Venture. 

Because A. P. Morrow, the former super- 
intendent of the Eclipse Machine Co., re- 
signed that office to take up with the 
Reliance Motorcycle Company, a rather 
general impression has gone abroad that 
the Eclipse people themselves are interested 
in the motorcycle establishment. This, 
however, is not the case, as the makers of 
the Morrow coaster brake have been at 
some pains to emphasize. They have abso- 
lutely no connection with Reliance affairs. 

Dunn to go to San Francisco. 

Harry T. Dunn, president of the Fisk 
Rubber Company, leaves next week for 
San Francisco to assist in the re-establish- 
ment of the Fisk branch in that city. Mr. 
Dunn has made the cross-continent journey 
so often during the last three years that 
when he now undertakes the trip it seems 
almost a matter of course. 


Preparing^.to Close the Factory There — 
"^Will be Concentrated in East. 

Within a few weeks, the last of the Pope 
Manufacturing Company's effects in Chic- 
ago will have been removed, its one re- 
maining factory there will have been closed, 
and thereafter Westfleld, Mass., and Hagers- 
town, Md., will house its bicycle interests. 
The decision to abandon Chicago was 
reached several months since, and is in line 
with the policy of concentration that has 
been followed by the Pope people since 
they acquired the remnants of the Ameri- 
can Bicycle Company. 

The additions to the Westfield plant, con- 
tracts for which were let within the past 
month, were made necessary by the im- 
pending transfer of the Chicago business. 
For several weeks, Fred C. Gilbert, man- 
ager at Chicago, has been quietly been dis- 
posing of much of the machinery and other 
pioperty, and when his work is completed 
he will come East and be officed in either 
Westfield or Hagerstown. 

Of late the Chicago factory has been de- 
voted almost wholly to the production of 
jobbing bicycles, the manufacture of the 
Rambler having been transferred to the 
Westfield establishment last year. When it 
is closed the situation will be one that but 
a few years since none would have dared 
dream was possible, for not only will the 
Rambler and Crescent, the Imperial and 
the other bicycles which were of the West, 
western and which served to make of Chic- 
ago a cycle manufacturing center, become 
very much of the East, eastern. 

Hedstrom Returns from Abroad. 
Oscar Hedstrom, the mechanical chief 
of the Hendee Manufacturing Co., on Wed- 
nesday last, returned from a month's stay 
abroad. He spent most of his time in 
France, and as he did not make the trip 
solely for his health's sake, it is fair to 
assume that there will be "something do- 
ing" in respect to the Indians of 1907. 
Hedstrom slipped away so quietly that his 
return was the first knowledge that any 
save his intimates obtained that he had 
even crossed the "briny." 




But Big Export Gains in Previous Months 
Keep Totals Looking Healtliy. 

Ground once lost is exceedingly difficult 
to regain — a trite statement of fact that is 
nowhere better exemplified than in the 
exports of American bicycles. Slowly but 
surely, however, the turn of the tide which 
set in with the first months of this year, 
has been gaining force, although the figures 
for March disclose a slight loss. 

As a result, Germany's total for the nine 
months ending March, is more than double 
what it was a year ago and fully ten per 
cent, over those of 1904, but Japan's quota 
has shrunk considerably. Great Britain, 
France and Italy all show advances for the 
same period, as do also the Netherlands 
and Other Europe. In the case of the lat- 
ter two, this has been quite substantial, the 
figures being from $32,198 to $119,699 and 
from $96,689 to $176,844, respectively. On 
this side of the Atlantic, Mexico's takings 
have approximately doubled by jumping 
from $34,437 to $63,825. Cuba shows a 
slight gain and British North America ex- 
hibits a decided falling off. 

Where the month of March itself is con- 
cerned there is a gain of almost ten per 
cent, in the total shipped to the United 
Kingdom, approximately 100 per cent, in 
the case of Italy, with a jump from $2,838 
to $11,139 to the Netherlands. Other Eur- 
ope also shows a substantial increase, rising 
•from $30,486 to $35,505, while Mexico ad- 
vanced to more than double or from $5,438 
;o $12,431 and a number of smaller buyers 
moved upward slightly. The detailed re- 
port for the month is as follows: 

Exported to: 1905. 

United Kingdom $37,436 


France 6,622 

Germany 9,722 

Italy 2,810 

Netherlands 2,838 

Other Europe 30,486 

British North America 18,128 

Central American states and 

British Honduras 345 

Mexico 5,438 

Cuba 2,863 

Other West Indies and Bermuda. ... 


Brazil 165 

Colombia 99 

Venezuela 25 

Other South America 1,324 

Chinese Empire 273 

British East Indies 388 

Hong Kong 273 

Japan 27,806 

British Australasia 7,697 

Philippines 3,489 

Other Asia and Oceania 424 

British Africa 141 

All Other Africa 193 

Other Countries 

Total ..,, $162,389 

Those "Rotten" Piston Rings! 

"Your piston rings are 'rotten'; they 
snapped in two every time I tried to push 
one of theiji over the end of the piston in 
order to seat it in the groove," wrote an 
irate motor bicyclist to the makers of the 
machine from which he had ordered spare 
parts, including new compression rings for 
the piston. 

It is a new way of putting the matter, 
but undoubtedly anyone who attempts to 
spread the brittle cast iron rings as if they 
were spring steel will have a similar ex- 
perience. This particular feature of the 
motor is something upon which no little 
ignorance exists on the part of motor- 
cyclists generally. The rings are employed 
to make the piston gas tight and without 
them there would be no compression obtain- 
able in the cylinder. They are made of 
hard cast iron as the firm, close grain of 
this metal provides the best available ma- 
terial for the purpose. The ring has a cer- 
tain amount of springiness — just sufficient 
to permit of its being passed over the end 
of the piston when care is used, but trying 
to force it on as if it were a rubber band 
or a piece of clock spring usually brings 
disastrous results, as witness the foregoing 
plaint. 1 

Midgley Becomes Hartford's Head. 

The Hartford Rubber Works Co. has a 
new president, Thomas Midgley, who was 
elected at the meeting of the Board of 
Directors on Tuesday last. Mr. Midgley, 
who only recently came from Columbus, 
Ohio, to assume the duties of vice-presi- 
dent, succeeds Charles H. Dale, who is the 
head of the whole Rubber Goods Manufac- 
auring Company. 

Mr. Dale resigned the Hartford presi- 
dency because he found it impossible to 
give to the office the particular attention, 
which it required. 

Nine Months 

ending: March 






5; 186.963 




































































































Perfumery for the Exhaust. 

Evidently the "smell behind" has been 
bothering a certain Swiss inventor, one An- 
tonin Deletrain, who has just come forth 
with a process, which for a merely nominal 
outlay, will insure a perfumed trail for at 
least a hundred miles. At the end of this 
distance, it is only necessary to drop an- 
other "Motorcone" into the gasolene tank 
to convert the engine' into a young cologne 
factory for another century. The cones 
are very small, only Ij^ inches high by 1 
inch in diameter and so far heliotrope is a 
favorite. According to the inventor, they 
are composed of a number of acids mixed 
in certain proportions, the combination of 
which has taken him several years to 
evolve. The chief ingredient is said to be 
a new and extra powerful carburite, discov- 
ered by the inventor and a secret with him. 
One cone to ten gallons of gasolene is said 
to be the correct proportion and accord- 
ing to the claims made for the invention, 
will not only create a perfumed trail, but 
will increase the driving power for the fuel 
fully tenfold. 

Calcutta to Hold a Show. 

Calcutta is to have an exhibition of 
bicycles, motorcycles, accessories and kind- 
red lines, in January, 1907, and as there is 
a prime demand for goods of this descrip- 
tion, the hint is a timely one to those w'lo 
are on the alert for new outlets. At t'.;e 
time of the year in question, India's chief 
city is filled with visitors, not alone from 
the surrounding country for many hundreds 
of miles, but from all parts of the world. 
The affair will be held under the auspices 
of the Automobile Association of Bengal, 
57 Park street, Calcutta, and the secretary 
of that organization will furnisli further 

Miller Brings Over Brampton Chains. 

Charles E. Miller, the well known New 
York supply man, who has been handling 
the Brampton imported self-hardening 
chains for automobiles during the past two 
years, has just brought over the first con- 
signment of those chains in motorcycle 
sizes. They are adapted to the Indian, R-S 
and Thor type of motorcycles generally. 

The Retail Record. 

Fargo, N. D. — Al. Johnson, moved into 
new store on Broadway. 

Portsmouth, N. H. — Charles Lindstrom, 
re-opened at 5 State street. 

New York, N. Y.— F. A. Baker & Co., 
removed to 37 Warren street. 

$156,856 $1,452,839 $889,143 $1,027,614 

Ives Seeking Relief. 

Frederick A. Ives, of 130 East Thirteenth 
street. New York city, has filed a petition in 
bankruptcy, with liabilities amounting to 
$1,833 and no assets. The debts were con- 
tracted in 1901 in New Haven, Conn., mainly 
for bicycles and tires. 




Seeker Obtains Some Instructive Experi- 
ences — Dealer's Neighbors as "Plants." 

Buying second-hand things is a fad with 
some people and in certain instances they 
have it so strongly developed that regard- 
less of how well off they may be financially, 
they never consider paying full price for 
anything that can be "picked up at a bar- 
gain." Of course, that is what the buyer 
at second-hand is always looking for. On 
the other hand, there are people who will 
not consider buying an article that has been 
used under any circumstances, on the prin- 
ciple that it must be afflicted with some 
inherent defect or it would not be offered 
for sale. 

Like every other commodity that is dealt 
in to any extent, the bicycle finds its way 
into the second-hand market, probably to 
a far greater extent than many other things 
for a number of reasons. Chief among these 
may be cited the rider who invests in a new 
mount just as regularly as the season comes 
round, others who think two seasons are 
sufficient to keep a machine, and still others 
who give up the pastime altogether. 
Through these and other sources too nu- 
merous to mention, there is never any lack 
of supply in the second hand market where 
bicycles are concerned. More often than 
not, it is quite the reverse — the old ma- 
chines are like the old pianos, there is no 
getting rid of them and it would be a boon 
to the small dealer if they were consigned 
to the junk heap, just as a thousand old 
square pianos that had been taken in ex- 
change times without number, were piled 
up and burned a few years ago. 

In consequence, the cyclist who wishes 
to invest in a new mount and who prefers 
a second-hand one of reputable make rather 
than a new crock, will find endless material 
upon which to work. But he will find it a 
far different matter than going into a deal- 
er's store and riding away on the machine 
he has selected within ten minutes. What 
his outlay lacks in cash Aie must make up 
in patience and trail following, and unless 
he is willing to -do this, he will doubtless 
find it impossible to come into the posses- 
sion of the coveted "bargain." If he hap- 
pens to have any friends or acquaintances 
who wish to dispose of their machines, he 
will be saved a great deal of trouble and 
will probably know just what he is getting. 
If not there is no alternative, but to look 
for riders who wish to sell, and the word 
riders is used advisedly in this connection, 
for the business of selling old bicycles goes 
hand and hand with that of dealing in crocks 
and there is a certain species of "shark" 
that has been attracted to it in numbers. 
It will go hard with the unsophisticated bar- 
gain seeker if he chance to fall into the 
clutches of one of this gentry. If a dealer 
be appealed to, see that he is a reliable one 

and not a clearing house for nameless 
"jerry built" machines and junk that has 
been painted and furbished up into a semi- 
resemblance of decency. 

There are many good dealers and most of 
them still make a practice of taking bicycles 
in trade, which' 'are resold ' at reasonable 
prices, so there is no occasion for the cyclist 
in search of a second-hand mount to be 
gulled into spending his time and carfare 
following up alluring advertisements of 
high-grade wheels at ridiculous figures. 
There is a certain class of dealers in this 
city who make a practice of "baiting" the 
cyclist who is on the lookout for a good 
bicycle that has seen service. Here are 
two specimens selected from a large num- 
ber clipped from a daily paper, which were 
followed up: 

"Blue streak, 1906, Tribune racer; 26 inch 
front and 1905 Cleveland coaster brake, 

"A private party will sell one 1906 Pierce, 
coaster brake, 22 inch, lamp, bell, tools, etc.; 
swell outfit; $15 to quick buyer." 

Lured by the attractive wording of the 
first of these announcements, and elated 
at the idea of becoming the possessor of a 
Tribune "blue streak" at a fraction of its 
original cost, a possible purchaser went to 
the trouble to apply at the address given, 
near the heart of the Ghetto on the east 
side. When finally located it turned out to 
be a dingy little shop with its usual array 
of nameless crocks in two tiers. The pro- 
prietor was very sorry but that particular 
Tribune bicycle had just been sold "just 
a few minutes ago." 

"But wouldn't you like to look at some- 
thing else?" he added. "We have a fine line 
of used bicycles of all standard makes and 
al in perfect condition." 

Despite the recommendation given them, 
however, one look at the scarred and worn 
veterans, most of them without name plates 
and even the worst looking of them at 
prices much higher than the machine ad- 
vertised, was more than sufficient to disgust 
the inquirer at his failure to apply sooner. 

A few days later, the "private party'.' who 
wished to dispose of the 1906 Pierce 
machine at a similarly ridiculous figure, 
attracted his attention — in other words, the 
second of the announcements reproduced 
herewith, and haste was made to look up 
the advertiser, who had taken particular 
pains to sign himself "Smith, care of Jones." 
The street seemed strangely familiar, and 
it was the same as that given in the pre- 
vious advertisement. That was put down 
as a mere coincidence, as the number was 
different, but upon applying to the latter, 
the caller was referred a few doors further 
east "where the bicycle was stored." This 
by one of the barbers — it was a barber shop, 
by the way, and one of the wielders of the 
razor explained that the machine was his 
but that "the dealer down the street was 
selling it for him." 

This led to the same dirty little shop 
that had advertised such a wonderful find in 
the shape of a Tribune racer a few days 

previous. The proprietor did not recognize 
the inquirer, and informed him in all seri- 
ousness that the "1906 Pierce had been sold 
a few hours earlier, but that he had a fine 
line of used wheels at -very attractive prices 
and all in perfect condition," which led the 
caller to tell the dealer what he thought of 
him and the opinion was not flattering by 
any means. But the dealer was evidently 
accustomed to having irate cyclists' opin- 
ions aired in his presence, for he devoted 
himself to cleaning a recent arrival that 
was more than ordinarily dirty and made 
no comment. 

A continuance of the search for the long 
looked for "bargain" led the seeker after a 
great deal for very little money to follow 
up the trail of some other equally attractive 
announcements. -One of these was to the 
effect that "practically a brand new Cleve- 
land racer, 1905 model. Palmer tires, 21 
inch frame," was to be had for the small 
sum of $12, the address given being far up 
town. This was more assuring, but hopes 
of obtaining it were dashed when it proved 
after all to be one of the regulation style 
of second-hand dealers' establishments. And 
the individual who presented himself was 
of the regulation type also. "Sold it only 
a little while ago," was his response to 
the inquiry, so that this was likewise regu- 

Simplifying a Chain Repair. 

One ingenious motorcyclist who has suf- 
fered chain breakage, has made his way 
easier by, so to speak, "dividing" his chain 
into four equal sections; that is to say, 
each section is connected to the other with 
a detachable link. In the event of breakage, 
he simply detaches the broken section and 
quickly substitutes a spare section which he 
carries with him, thus avoiding all filing or 
cold chiselling or similar operations that 
frequently entail long delays. The broken 
section is repaired at his leisure. 

If the Spark Can't be Advanced. 

Occasionally, the failure of a motorcycle 
to develop its full quota of power, may be 
traced to the contact breaker, which .will 
refuse to advance to its full limit. At such 
times, the fault may exist in the grip con- 
trol, which may be found to be slightly bent 
outward or inward, thereby preventing a 
snug fit at that point. A few light taps with 
a mallet usually will correct the bending 
and permit the spark to be advanced to the 
full- limit. 

Swiss Army to Use Motor bicycles. 

]\Iotor bicycles have been officially 
adopted as the mounts of a corps of dis- 
patch bearers of the army of the smallest 
of republics, Switzerland. It is a country 
that is generally credited witli being traver- 
sible only by goats and mountain climbers 
so that the recognition of the motor 
bicycle's ability to get abcut at any speed 
under such conditions is a greater testi- 
monial of its value. 



it finds the fame of 


more secure than ever. 

National Bicycles have always been appreciated by the dealer or rider who knew what 
a really good bicycle ought and who were familiar with the splendid record 
of the National on road and track, and year after year. 

"A National Rider is Proud of his flount,'* is an old adage. 

It's still trite and true. If not familiar with our latest 

models, we'll gladly inform you regarding them. 

Jf we are not represented in your locality we will ht glad to hear from YOU. 

NATIONAL CYCLE MFQ. CO., = Bay City, Mich. 


and 45 per cent. Saving in Tire Haintenance „[ 

re the essentials 
the ever reliable 

Fisk Bicycle or Motorcycle Tires 

Like all Fisk products, they have a Quality and a Construction that is 
exclusive— real merit— through and through— that makes their distinct su- 
periority apparent. 


THE FISK RUBBER CO., Chicopee Falls, Mass. 





Published Every Saturday by 


154 Nassau Street, 


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York City, and its branches. 

fi5i"Change of advertisements is not guaranteed 
unless copy therefor is in hand on MONDAY pre- 
ceding the date of publication. 

^^Members of the trade are invited and are at 
all times welcome to make our office their head- 
quarters while in New York; our facilities and 
information will be at their command. 

To Facilitate Matters Our Patrons Should 
Address us at P. O. Box 649. 

New York, May 12, 1906. 

Motorcycle Interests Well Served. 

Now that practically all of the legisla- 
tures have adjourned, motorcyclists have 
reason to thank their stars that the Fed- ■ 
eration of American Motorcyclists was in 
being and keenly alive to their interests. 

How they would have fared had this not 
been the case the new motor vehicle laws 
that were passed by the States of New Jer- 
sey and Virginia convey forcible sugges- 
tions; it is due solely and alone to the 
efforts of the F. A. M. that relief was ob- 
tained in both of these States. How great 
is the relief the full text of the New Jersey 
law, printed elsewhere in this issue, amply 
testifies. As no one else turned a hand in 
t lat direction, there is absolutely no doubt 
that motorcycles would have been brack- 
eted with automobiles in the law, as they 
were bracketed in practically all of the 
provisions of the original bill; indeed, tri- 
cycles, tricars and the like were specifically 
defined as automobiles, while motorcycle 
dealers were subjected to the same heavy 
fee imposed on automobile dealers. 

It is no small service to the trade, not 
less than the rider, that while owners of 
automobiles of even the lowest horsepower 
must pay $4 per year, must carry numbers 

front and rear and be subject to examina- 
tion and age limitation, that motorcyclists 
must pay but $1.00 per year while 
they are freed of all other requirements. 
It is equivalent to putting $3 into the pock- 
ets of every man in New Jersey who owns 
a motorcycle, and every man in New York 
or Pennsylvania, or any other State, who 
uses the roads of New Jersey. Similarly, 
the exemption of motorcycle dealers from 
the annual fee of $20 to which automobile 
dealers are subject, is equivalent to making 
a present of that sum to the dealers of the 

It is to be hoped that all of them are 
appreciative of the work that was done in 
their behalf. It shows the value and need 
of organization, and answers most effect- 
ively the time-tattered "What do I get for 
my money?" which is so often the plaintive 
query of the man asked to join an organ- 
ization that exists to serve his interests. 
There may be riders and dealers who have 
not shown their appreciation in the only 
proper way, and if so they ought to be pos- 
sessed of a sneaky feeling every time they 
sell a motorcycle or use one. 

In many respects, the Virginia law was 
even more onerous than the New Jersey 
measure, but as the effort to have motor- 
cycles wholly exempted from its require- 
ments was completely successful the same 
remarks that apply to New Jersey apply as 
well to the "Old Dominion." 

In New York the work of the F. A. M. 
was not less effective; for while the auto- 
mobilists were successful in defeating the 
endeavors to enact more oppressive legis- 
lation, they were hard put to it, and the 
cost in time, money and energy was not 
inconsiderable. There were the three bills 
pending in Albany, all of them designed 
to make harder the way of the motorist 
and to extract more money from his purse. 
That motorcyclists were exempted from the 
provisions of the three bills and were, there- 
fore, given no cause for concern, was not in 
any sense an accident. The F. A. M. was 
on the spot and, without any display of 
skyrockets, achieved its purpose in every 
instance. Coupled with its previous suc- 
cessful work of exempting motorcycles in 
New York and in Maryland, Delaware, Wis- 
consin and California and in drawing the 
fangs from the Connecticut law, as they 
were drawn from the New Jersey act, the 
F. A. M. may be said to be fairly entitled 
to its plumes. 

The advantages gained will be maintained 
if the few reckless idiots who rush through 
towns at express train speed or travel the 

roads with mufflers wide open, do not be- 
come unduly numerous. 

About the Ladies' Bicycle. 

At this time when nothing would be 
more welcome or helpful than a general re- 
newal of womankind's interest in cycling, 
the hitherto unpublished story of the con- 
ception and inception of the first woman's 
bicycle, which is printed in another column, 
makes interesting reading. A. H. Over- 
man was not the only one of prominence 
who believed that the appearance of that 
type of machine would prove a disastrous 
blow to the young industry. 

Eighteen years ago the high bicycle was 
paramount; the safety was but just coming 
into use and up to that time the only 
women who ever had appeared in public 
on bicycles of any sort were the "profes- 
sional ladies" who disported themselves in 
tights at country fairs, etc. The idea of a 
loop-framed bicycle was unthought of save 
by the little group of Washington invent- 
ors. A "lady's bicycle" conveyed the idea 
that the fair rider must be indelicately 
seated astride. When it was announced, it 
carried a thrill of horror and dismay to the 
cycling enthusiasts of the times, the extent 
of which the present generation cannot even 
begin to understand. It suggested that 
cycling was to be made the laughing stock 
of the universe, and it was no fault of the 
cartoonists that this did not prove the case. 
It was a long time before any great num- 
ber of persons set eyes on a woman on a 
bicycle and it required that length of time 
to remove the impression that the riding 
of it was not unladylike or indelicate. 

She was a brave woman who dared ride 
in those early days, but that the inventor 
designed wisely is evidenced by the fact 
that the bicycle remains practically un- 
changed, despite the many years that have 

One of motorcycling's recent recruits, 
who does not ride a motorcycle although 
he has launched a venture supposed to be 
in its interests, has written one of the for- 
eign publications, suggesting that if any of 
the manufacturers on the "other side" has 
an overplus of motorcycles, now is a good 
time to unload it on the American mar- 
ket. Whether or not the American manu- 
facturers will relish the suggestion, it is 
certain that any foreigner who accepts it 
seriously will purchase dearly a large chunk 
of wisdom and will shower no blessings on 
the head of the suggester. 




Hitherto Unpublished Chapter Detailing its 
Beginning and to Whom Credit is Due. 

Who was responsible for the first 
woman's bicycle was long a jnatter of dis- 
pute; W. E. Smith, then of Washington, 
D. C, whose wife was first to appear on 
one, usually was given the credit, but lat- 
terly the claims of Herbert S. Owen, 
also at that time in the bicycle business in 
Washington, have served to show that the 
honor really belongs to Owen. Smith, by 
the bye, is the same who invented the bot- 
tom bracket, the patent on which, until 
recently, cut such a big figure in the trade, 
and which curiously enough passed into 
Owen's possession. 

It was due to the veteran, Charles E. 
Hawley, that the story of the conception 
and invention of the ladies' bicycle was 
brought out. Mr. Hawley was gathering 
data for an encyclopedia and in the course 
of his work prevailed on Mr. Owen to state 
his case. He did so interestingly in the fol- 
lowing letter, which Mr. Hawley, with Mr. 
Owen's permission, has kindly placed at 
the Bicycling World's disposal: 

"In the spring of 1886, I was riding the 
first safety introduced in the United States, 
a Rover. I met Mr. William E. Smith in 
front of Willard's Hotel, Washington, D. 
C, and, as was our custom in those days, 
we discussed cycling subjects in general 
from about 9;00 p. m. until 11:30. Our talk 
had particular reference to. the merits of 
the safety bicycle and its influence in the 
future on the industry, the advantage of the 
safety for e-lderly people, for business peo- 
ple, etc. I then suggested my belief that 
a safety, could soon be constructed that 
ladies could ride it. This was probably the 
first intimation in America, at least, that a 
wheel could be so designed that if a woman 
had suiBcient courage and skill she could 
ride the two-wheeled machine with skirts. 

"In the summer of 1887, at Cottage City, 
I determined that on my return to Wash- 
ington I would build a few wheels for 
young ladies in short skirts, having more 
particularly in view my two neices, then 
14 and 16 years of age. I thought if we 
could induce young girls to learn to ride 
a bicycle that they would become so skill- 
ful, and the pleasure generated would be so 
great, that they growing up might continue 
the use of the wheel. 

"It is difiicult to picture now the feelings 
and ideas we had then, and the anxiety we 
felt and care ' we took to confine it to 
proper channels, escaping the slightest 
newspaper criticism, and the injury incurred 
by the wrong person or class taking it up. 
One of the largest manufacturers in the 
country, A. H. Overman, told me personally 
that I had done more to injure cycling, by 
introducing the ladies' wheel, than all else 

"Immediately on my return to Washing- 

ton, in September, I began discussing the 
matter with Messrs. C. E. Duryea, Brunner 
and. others, and I began putting my plans 
into operation. The first model I built is 
now in the National Museum, and was made 
of gas pipe and brass castings. Miss Eliz- 
abeth Randolph Keim, my eldest neice, 
mastered the wheel in the first lesson so 
that she could make several revolutions 
around old Star Park, by electric light, 
without falling off. She being young and 
very active learned to mount in the second 
lesson. This was a great surprise and pleas- 
ure to me, and meant that we could take 
spins with our wives, sisters and sweet- 
hearts without asking them to keep up with 
us on a 110 pound tricycle. 

"About December 1st, '87, I started for 
Coventry, England, to order some ladies' 
Psychos, made from my specifications; 
also a ladies' tandem with the front part 
adapted for ladie.s' use. This was the first 
tandem of that kind in the world. My idea 
and hope for the, tandem was that riders 
would take their lady friends, sisters and 
wives out for a spin with them by moon- 
light, and in this way we could not only 
teach them confidence but give them some 
idea of the pleasure and physical benefit; 
and also ingratiate the idea in the public 
mind. On my return from England about 
the end of January, or the first of February, 
1888, I heard that Smith Brothers had com- 
pleted arrangements for building ladies' 
bicj'cles, and read a newspaper ad. to the 
effect that Mrs. Smith would appear on 
Pennsylvania avenue, after 4 p. m., on her 
bicycle. This horrified me because of the 
sudden publicity and the manner of an- 
nouncement. I was afraid the ladies' 
bicycle was doomed. 

"In the fall of 1887, the moment Miss 
Keim succeeded so easily in mastering the 
wheel, I ordered Duryea to make 25 Psy- 
chettes, which were begun at once, made 
and sold. The exact day Smith started to 
build his ladies' wheel, or the day he com- 
pleted it, I do not definitely know, but that 
he did not begin it before December 1st, 
1887, and that he did not finish it before the 
end of January, 1888, I do know. Having 
bought out their factory after their failure, 
I have their books to help me verify this, 
and affidavits from their workmen, as well 
as from members of the company, all of 
which tally within a few days. I also have 
statements from others as to the time my 
first wheel was built, and am now getting 
statements from men who actually worked 
on my first model. Some of my workmen 
boarded in the same house as the Smith 
workmen, and weeks after this first model 
had been made and hidden away and the 
twenty-five referred to started, some of 
our workmen announced the fact that Smith 
had begun to make a ladies' machine. 

"Now a word as to why I have not 
answered the numerous newspaper articles 
before this and made strong my claim. I 
have always been opposed (and I have been 
wrong in the matter) to newspaper notor- 
iety and did not care much until lately for 

the credit that would eventually accrue to 
me as the first inventor of the ladies' wheel. 
Also, recall our (yours and mine) kindly 
feeling towards the Smith boys, and how 
willing and anxious we were to assist them 
in any way in our power. I felt, and have 
frequently made the remark, that if Smith's 
claims in his ad. did him any good, I was 
glad. I had no fear for my ability to meet 
with a ce'rtain share of success, and the 
Smith brothers struggled, as I thought, so 
honestly and so faithfully, and seemed so 
deserving that I went out of my way and 
did many things that would hardly be ex- 
pected of a competitor to assist them. 

"I well remember your feelings towards 
them and the scheme you proposed to me 
one day in our club in the old LeDroit 
building, which I heartily seconded. It was 
for the members of our club to 'subscribe 
$25 each to make up a purse to start the 
Smith brothers in business for themselves, 
they to pay us back in repairs on our 
bicycles as we individually needed them. 
This was about '82. In justice to them, I 
am glad to state that Mrs. Smith is entitled 
to the credit of being the first woman to 
ride in public. Miss Keim riding in the 
presence of a few persons only in Star Park, 
1423 New York avenue." 

Dampman Surprises the Automobilists. 

Frank M. Dampman, driving a 2j4 horse- 
power Indian tri-car, really was the sensa- 
tion of the so-called two gallon efficiency 
test held by the Automobile Club of Amer- 
ica, on Saturday last, the 5th inst. 

But, as is always the case when motor 
cars and motorcycles are mixed, he ob- 
tained but a minimum of the credit due for 
his performance. 

Dampman's machine, of course, was not 
built to carry more than one gallon, and 
with that quantity he covered 99.8 miles, a 
remarkable accomplishment under any cir- 
cumstances, and particularly remarkable as 
rain fell after the start making the roads 
heavy and slippery, and as darkness also 
fell it required that the motorcyclist drive 
more than two hours after nightfall. Had 
he been able to carry the second gallon he 
must have driven all night. Dampman was 
not privileged to actually compete for the 
prizes offered and undertook the task solely 
that he might receive a certificate of per- 

One of the automobiles created a sensa- 
tion by covering 87 miles with two gallons 
of fuel, its closest competitor being far be- 
hind, completing only 73.75 miles. 

Reading Motorcyclists to Organize. 

A movement is on foot in Reading, Pa., 
to form a motorcycle club. The project 
is being warmly agitated and a meeting will 
be called shortly to effect organization. 
From one or two a few years ago, the num- 
ber of motorcyqlists in Reading has grown 
to sixteen, with prospects of additions to 
the fold and they feel that organization 
would strengthen the ranks. 




Goes to London and Wins Thrice — Elle- 
gaard Among those whom he Deteated. 

Frank L. Kramer, .seven times cham- 
pion of America, scored a brilliant triple 
victory at the international race meet in 
London, on Saturday last. May S, defeating 
Thorwald Ellegaard, of Denmark; J, S. 
Benyon, of England, and Richard Heller, of 
Austria. The cable dispatch gives only 
meagre reports of the meet which was held 
in the Crystal Palace grounds, but Kramer 
evidently had no difficulty in showing a 
clean pair of heels to each of the champions 
of their respective countries. 

The first event in which the East Orange 
rider participated was a mile scratch, Elle- 
gaard, Benyon and Heller competing. Kra- 
mer easily out-sprinted Ellegaard for first 
place and Benyon, the recently turned ama- 
teur who made his debut as a professional 
against such a classy bunch, finished third. 
Time, 2:07j^. Kramer also came to the 
front in the half mile open, Ellegaard and 
Benyon finishing as in the previous event. 
Time, 1 :0L The meeting culminated with 
a third decisive victory by the unparalleled 
American in the quarter-mile, beating Elle- 
gaard. Heller was third. Time, 0;34^. 

Union Run Slimly Attended. 

Due probably to insufficient publicity and 
lack of co-operation, the Union Club Run 
promoted by the Century Road Club of 
America and held last Sunday, 6th inst., 
did not assume such proportions as was ex- 
pected. Even so, there were more than two 
hundred cyclists in line, representing nearly 
all the cycling clubs in New York and vicin- 
ity. In New York City the cyclists were 
supposed to parade, but they did not ride 
in good formation, giving the affair the 
appearance of an ordinary pleasure jaunt 
instead of a parade. The line of march was 
from Columbus Circle, S9th street and 
Broadway, to Grant's Tomb, returning by 
way of Fifth avenue, over the Williamsburg 
Bridge to Coney Island. At the resort 
everybody was at liberty to enjoy them- 
selves. President A. G. Armstrong, of the 
Century Road Club of America, led the 

Punctures Thin Motorcycle Run. 

r^espite lowering skies, 39, or all save 
t.vo of the entrants, started in the Brooklyn 
Motorcycle Club's century run on Sunday 
last. The route was from Brooklyn to 
Patchogue and return, 116 miles, the mini- 
mum time limit being six hours, the maxi- 
mum eight hours. Of the 39 starters, 24 
completed the trip inside of schedule time; 
punctures were unusually prevalent, no 
less than seven of those who failed to qual- 
ify being delayed or put out by this cause. 
A broken rim and a broken fork accounted 
for two of the other "deaths." Rain helped 
to make pleasanter the way of the tardy 

Three Indian tricars started, occupied, 
respectively, by Mr. and Mrs. T. K. Has- 
tings, Mr. and Mrs. F. H. Chase and Mr. 
and Mrs. E. W. Goodwin, but Mrs. Hast- 
ings and Mrs. Chase found the dust too dis- 
agreeable for pleasure and ordered their 
drivers to "put about"; they obeyed orders. 
Mr. and Mrs. Goodwin got through just 
within the maximum limit and then only 
by a display of nerve. On the outward 
trip a reach rod on their machine buckled 
in a sandy stretch and spilled both of them. 
Mrs. Goodwin was uninjured, but her hus- 
band dislocated his shoulder, but despite 
the fact he repaired the damage and drove 
for more than 75 miles with his lame arm. 


Motorcycle Sled for North Pole. 

A motor bicycle, or more appropriately, a 
motorcycle sled will play not an unimport- 

ant part in the forthcoming polar expedi- 
tion of the intrepid Walter Wellman, who 
confidently expects to discover what numer- 
ous others have failed to discover — the 
imaginary northern point of the world's 
axis. The explorer has supreme faith in 
the fact that the motorcycle will render 
him invaluable aid in the far and frozen 

Although Wellman's motorcycle sled em- 
bodies no startlinglv new features, it does 
not lack ingenuity nor is it without interest 
to the fraternity. Wellman expressed his 
wants to Chas. E. Miller & Bro., Washing- 
ton, D. C, agents for Indian motorcycles, 
and George W. Wells, who has charge of 
the machine shop, at once set out to con- 
struct a sled that will, it is expected, do 
great things. Naturally, an Indian forms 
the basis of construction, as will be seen 
from the accompanying illustration. The 
front runners, resembling those of a bob- 
sled, are made of small-sized steel tubing, 
well braced. The frame work of the motor- 
cycle remains intact in addition to which 
there has been added a pair of hickory run- 
ners. By means of a reinforced steel brace 
these rear runners may be elevated from the 
ground when the snow is too deep for the 
rear wheel to revolve. The rear wheel is, 
of course, left on, the rim being strength- 
ened by a rim of galvanized iron with 2-inch 
corrugations every four inches; a steel stud- 
ded tire is employed. Beyond these changes 
the machine is merely a 1906 stock model.] 
It has been shipped to the base of sup- 
plies Explorer Wellman has established in 

The Carbondale (Pa.) Cycle Club cele-» 
brated its eleventh birthday anniversary on 
Tuesday night of last week, by giving a 

New Jerseyman Still Holds his Advantage 
in C. R. C. of A. — Seeley Moves up. 

The scramble for honors in century and 
mileage competition among the Century 
Road Club of America members promises 
to become interesting. During the month 
of April there has been another shift in 
the table of century and mileage makers 
and the list of these fiends continues to 

Notwithstanding the dogged persever- 
ance of Alfred H. Seeley, of the New York, 
division, to dislodge National Treasurer 
Harry Early, of Bayonne, N. J., this sturdy 
rider has held his place at the top of the 
ladder as regards centuries ridden since 
the first of the year. Seeley has moved 
from fourth place to second, and Ernest 
G. Grupe, who stood on the second rung 
last month has stepped down one. National 
Secretary Fred. E. Mommer is being 
kept so closely confined by the depressing 
cares of business that he has had to give 
fifth place to Emil Leuly, of Hoboken. 
H. H. Hintze, of New York City, has for- 
saken racing with noticeable results. Last 
month his name was not included in the list 
of century rollers, but during April he 
worked up to fourth place. The only west- 
ern man to be placed with the leaders in 
Andrew Clausen, of Chicago, who is in 
sixth position. The position of the other 
riders in the race is as follows: 8, H. E. 
Fischer, West Hoboken, N. J.; 9, Fred L 
Perreault, Maiden, Mass.; 10, John H. Cor- 
nell, New York City; 11, Fred Pfarr, New 
York City; 12, John Cornell, New York 
City; 13, H. W. Gust, Brooklyn; 14, William 
L. Russell, Brooklyn; IS, Charles Schnepp, 
New York City; 16, F. S. Floyd, Winthrop, 
Mass.; 17, A. D. Rice, Winthrop, Mass.; 
18, Thomas W. Boher, Baltimore; ■ 19, 
Charles F. Hansen, Jersey City, N. J.; 20, 
F. E. Wiennemann, New York City; 21, 
Harold E. Grupe, Brooklyn; 22, Fred H. 
Peterson, Newark. 

In mileage ridden since the first of the 
year the riders that hold the first five posi- 
tions in the Century table are the same. 
Sixth place, however, is held by J. W. 
Clowes, of Paterson, N. J., while Nobel H. 
Tarbell, chairman of the roads records com- 
mittee, of Lake Geneva,. Wis., is seventh. 
Henry H. Wheeler, of Pomona, Cal., has 
fallen two places, as has also William J. 
Hampshire, of San Jose, Cal., which was 
expected in view of the recent disaster. 
That they did not loose more footage is a 
mystery. Fred I. Perreault, of Maiden, is 
tenth in mileage competition and Harold 
Grupe, of Brooklyn, is next in order. 

Since January 1, 123 centuries have been 
rolled by members of the organization. The 
total mileage amounts to 11,529. 

The Aritonian Bicycle Club has been or- 
ganized at Reading, Pa., for touring pur- 
poses. Earl E. Hafer was elected captain. 




But not Before Two Men Showed their 
Form — Krebs Beats Fenn. 

Although the "powers that be" in Newark 
have opined that there is no more sin in 
Sunday bicycle racing than there is in Sun- 
day golfing, dominoes, flinch, or some of 
the other more lady-like games, Jupiter 
Pluvius did not share this opinion on Sun- 
day last, 6th inst., for he moodily showed 
his displeasure by breaking up the race 
meet before what promised to be the most 
exciting event on the card — the miss and 
out amateur — had been run off. However, 
there was little cause for grumbles, as the 
second Sunday Vailsburg meet was far 
more exciting than the opening meet of 
the preceding Sunday. Although few of the 
old-time luminaries competed in the pro- 
fessional races, the meet brought out two 
new stars — Alfred Ashurst, professional, 
and Edward Simonet, amateur. 

Alfred Ashurst, or "Whitey" as he is 
best and most familiarly known, surprised 
and gratified 2,500 spectators in the half- 
mile handicap for pros. The Bay View 
Wheelmen, who are conducting the meets, 
have instituted a new feature at the Vails- 
burg board track. They are running short 
handicaps and long opens, a very welcome 
change from the cut and dried vice versa 
style of race meets. The first of the short 
handicaps was inagurated last Sunday and 
it caused many a staid old bench warmer 
on the bleachers to pinch himself over and 
over again and then marvel, and just won- 
der how it was done. Alfred Ashurst was 
one of the amateurs recently turned profes- 
sional. This was his debut in the pro ranks, 
and the clever little Newarker most cer- 
. tainly made good. In the half-mile handicap 
the light-haired lad was given 45 yards, and 
Rupprecht, who also rode his first pro race. 
Was placed at 35 yards. Fenn was the lone 
scratch man. The field bunched at the bell, 
where "Flying Dutchman" Floyd Frebs, 
was stopped perforce with a broken chain 
and Fenn apparently was all in. At the 
first turn Ashurst went to the front, with 
Rupprecht hanging on his rear wheel, and 
the pair was never headed. John Bedell 
and his brother Menus, .tried to overhaul 
the .pair on the back stretch, but they lacked 
the strength. Rupprecht wobbled some- 
what on the straight, which interfered with 
John Bedell and caused the former to 
scramble over the tape for second place, 
Ashurst taking first with ease. Menus Se- 
idell finished" fourth. The time was 58^ ■> 
seconds, which is very fast for so. early in 
the season. 

Ip the. five mile open. Ashurst seemed im- 
bued with the desire to cut out a fast pace 
and led the bunch for three laps. He real- 
ized his mistake fafref "gaming a lead of 
Miy Shards and settled down with the bunch. 
Tfeddy Bilington, erstwhile the "Pride of 
Vailsburg," led at the first mile, Ashurst 

won another dollar by corralling the fifth 
lap and then Charles Schlee came to the 
front for three laps. Al Guery annexed the 
dollar for the ninth lap and Schlee followed 
with three more. George Glasson took up 
the running for the next four laps and Fenn 
headed the procession for the following 
three, leading at the bell. Ashurst suc- 
cumbed to a punctured tire in the eighteenth 
lap. On the back stretch Krebs sprinted 
around from the rear and was at Fenn's 
saddle on the last turn. For a time Fenn 
fought off "Herr" Krebs, but in the stretch 
he tired and the "Flying Dutchman" crossed 
the tape first by half a length. Menus 
Bedell took second place from Fenn and 
John Bedell came in fourth. 

The other "find" was Edward Simonet, a 
tiny specimen of humanity, who won the 
novice race in handy style. Siebert has now 
succeeded to Teddy Billington's long held 
title of "Pride of Vailsburg," and judging 
from his ear marks will not bedim the 
honor of the "fans." Gus Koch finished 
second in the novice ind W. H. Baldwin 
was third. The time was 33 seconds. 

Arthur R. Wilcox, of the National Ath- 
letic Club, accounted for the first heaf of 
the one-mile handicap and J. T. Halligan, of 
the Bay View Wheelmen, won the second. 
Michael Ferrari finished first in the third. 
The fourth heat was the fastest through 
the foolishness of F.- L. Valiant, of the Roy 
Wheelmen, who pulled his clubmate, Mar- 
cel Dupuis, around for two and a half laps. 
Dupuis won the heat. In the final George 
Cameron, the flat floor rider, rode a con- 
sistent race and finished first from 40 yards. 
Dupuis, of the Roys, on 125 yards, crossed 
the tape a good second, J. Watson and 
Michael Ferrari finishing next in the order 
named. Time, 2:07^. Jacob Magin, of 
the National Turn Verein Wheelmen, and 
Watson J. Kluczek, of the Roy Wheelmen, 
were the only two scratch men to qualify, 
but they -were unplaced in the final. James 
Zanes and W. Vandendries were the other 
back markers to get shut out in the prelim- 

The "blooming rain," which had been 
threatening all afternoon, came down in 
earnest and there was a hurried scurry for 
shelter. The miss and out race probably 
will be held soon, as it is a favorite event 
with the "bleacherites," although not much 
to the liking of the riders. The summaries 

Quarter mile novice — Thomas Smith, 
George W. Beck, Gus Kock, Frank L. Val- 
iant, Arthur McKaig, Jr., W. H. Baldwin, 
Edward Simonet qualified. Final heat won 
by Edward Simonet, Vailsburg; Gus Koch, 
Newark, second; W. H. Baldwin, Newark, 
third. Time, 0:33. 

One mile handicap (amateur) — A. R. Wil- 
cox (90 yards), Henry Larcheveque (65 
yards), George G. Cameron (40 yards), F. 
Cobb (110 yards), J. T. Halligan (115 
yards), Jacob Magin (scratch), J. Watson 
(75 yards), Michael Ferrari (ISO yards), 
Martin Kessler (65 yards), F. Elliott Adams 
(100 yards). Marcel Dupuis (125 yards). 

Walter Rawleigh (150 yards), Tom Norton 
(90 yards) and Watson J. Kluczek (scratch) 
qualified. Final heat won by George G. 
Cameron, Eighth Regiment; Marcel Dupuis, 
Roy Wheelmen, second; J. Watson, New- 
ark, third; Michael Ferrari, Newark, fourth. 
Time, 2:07^. 

Half mile handicap (professional) — ^won 
by Alfred Ashurst, Newark (45 yards); Ed- 
ward Rupprecht, Newark (35 yards), sec- 
ond; John Bedell, Newark (10 yards), third; 
Menus Bedell, Newark (20 yards), fourth. 
Time, 0:58^. 

Five mile open (professional) — Won by 
Floyd Krebs, Newark; Menus Bedell, New- 
ark, second; W. F. Fenn, Bristol, Conn., 
third; John Bedell, Newark, fourth; Charles 
Schlee, Newark, fifth. Time, 11:52. Lap 
prize winners — Alfred Ashurst (4), Teddy 
Billington (1), Charles Schlee (6), Al. 
Guery (1), George Glasson (4), W. F. 
Fenn (3). 

Waddell Leads the Edgecombs. 

Riding with a handicap of two minutes 
and thirty seconds, Saxbury Waddell, won 
the annual ten-mile handicap road race of 
the Edgecombe Wheelmen of New York 
City, which was decided on Hoffman boule- 
vard, Jamaica, Long Island, last Sunday 
afternoon, 6th inst. His time for the course 
was 32 minutes 367^ seconds and W. Reese 
Hughes, the next man to cross the tape, 
who started at the same time as Waddell, 
was beaten out by only one-fifth of a sec- 
ond. It was a pretty finish and the victor 
was roundly applauded. 

Although this race was distinctively a 
closed affair it was, however, not without 
interest nor did it lack for spectators. The 
Edgecombe Wheelmen, naturally, the Tiger 
Wheelmen and the Roy Wheelmen, had all 
called club runs to Jamaica and there were 
over one hundred cyclists at the start and 
finish, which was in front of Opper's 

Otto Brandes, the club's secretary, rode 
a surprising race from scratch, finishing 
third and winning the first time prize in 
30:29%. Frank Lane and Samuel Morrison, 
two of the scratch men, had a rare dust-up 
for eighth place in the last mile, the former 
winning out by three seconds. There were 
thirty starters in the race, of whom twenty 
finished. The summary: 

Handicap Time 
Pos. Rider. M.S. M.S. 

1 Saxbury Waddell 2:30 32:36?^ 

2 Reese Hughes 2:30 32:36^ 

3 Otto C. Brandes sc'h 30:29?^ 

4 Cris. Kind 0:30 31:00% 

5 Jack Lanzer 3:30 35:07 5^ 

6 Dominick Saponaro 1:00 32:38% 

7 John Panzerala 4:00 35:46?^ 

8 Frank Lane sc'h 32:06% 

9 Samuel'R. Morrison sc'h 32:09j^ 

10 Elias Kahn 3:30 36:25% 

11 Toney Bazari sc'h 33:30% 

12. Albert Weirich 3:00 36:35% 

13 Emil Koster 2:00 35:35?^ 

14 Joseph Fernstein 2:00 35:47% 

15 Edward Natter 4:00 40:07?^ 



Schwab Wins, Friol Defeats Kramer and 
Moran is in the Ruck. 

Oscar Schwab, once well known in New- 
ark, but now a familiar figure in the Latin 
quarter in Paris, evidently has received a 
lease of life, for the former Vailsburg rider 
is now riding in brilliant form. On Easter 
Sunday, at the Pare des Princes track, Paris, 
Schwab won the Course des Primes, at 6 
kilometres 666 metres, beating out Massart 
by half a wheel and also vanquishing Goven 
and Lineaud. The time was 9 minutes 34 
seconds. Friol, who has the honor of hav- 
ing beaten Kramer, was one of the "also 
rans." Following this victory "Herr" 
Schwab mounted a tandem with Massart 
and competed in a match race against Elle- 
gaard-Vandenborn and Vanoni-Thuau. El- 
legard and Vandenborn crossed the tape a 
length in front of Vanoni and his partner 
while the former American finished third by 
two lengths. The distance was about one 
- mile, and the time 2:20^. 

American riders showed np well in the 50- 
kilometre (31 miles) paced race. Darragon, 
the hour record holder, finished first, Mett- 
ling came in second; Contenet, who holds 
several world's records, was third, and 
James F. Moran was fourth. Time, 37:06. 

The trial heats of the ninth annual Easter 
grand prix were run off on Sunday. The 
first prize in this classic event is 1,000 
francs. The trial heats were at one lap and 
Massart, Thuau, Friol, Ellegaard, Vanden- 
born, Poulain and Kramer each won their 
heats. The race was concluded on the fol- 
lowing day, Monday, April 16th. Rohmer 
and Oscar Schwab qualified in the repe- 
chage, which is a sort of consolation heat 
for the "also rans" in the trials. The semi- 
final heats furnished many surprises. In 
the first Vandenborn defeated Thuau and 
Massart. Friol's sprint was too much for 
Frank Krame'r in the second heat and the 
American champion was defeated by one 
length, Schwab coming in third. As only 
the first man qualified, Kramer was shut 
out, to the extreme delight of the French- 
men, who picked up Friol, placed him on 
their shoulders and triumphantly paraded 
around the track. Poulain won the third 
semi-final heat. The final heat was won 
on the point system, the three riders going 
three heats. Vandenborn was given the 
victory with 4 points, Friol was second 
with S points and Poulain had 9 points in 
the final classification. That was the -only 
event in which the Americans competed on 
that day. 

On the following day at the Velodrome 
d'Hiver a two-heat match race between 
Louis Darragon and James F. Moran was 
the principal event to be decided. The first 
heat was an unlimited pursuit race and Dar- 
ragon had to ride for ten minutes before he 
overhauled and passed the Bostonian. 
Moran started off well, but -was a trifle 
off form. The second heat was at 20 kilo- 
metres, behind motor pace, which Darragon 

won by 100 yards. Time, 18:3l3/s- Woody 
Hedspeth, the negro, was given fifty yards 
in a half mile handicap, but failed to qualify. 
The final heat of the handicap was won by 
Schilling, from 10 yards. 


Race is Fixed for June 10th — Real Silver 
Cups to be Given. 

Cutlerites too Fast for Berkeley Boys. 

Alfred Seeley and Richard Cobden, Jr., 
shared honors in the bicycle races which 
formed a part of the dual athletic contest 
between the Cutler and Berkeley schools. 
New York City, Thursday of this week. The 
races were held on Columbia oval at Wil- 
liamsbridge. There were to have been dual 
bicycle races between the schools, but when 
the two men who had entered for Berkeley 
saw their opponents warming up before the 
events, they suffered a shock known as 
"shivering pedalic appertainmentitis" and 
slunk away. Seeley, the "continental tour- 
ist," held the lead in the one-third mile un- 
til the last turn, when Cobden jumped and 
won out. Harold P. Flint finished third. 
The time was 57 seconds. The riders in- 
dulged in a little jockeying in the one mile 
scratch, Flint setting the pace for three 
laps with Cobden in second position and 
Seeley last. On the backstretch of the last 
lap Cobden attempted to out-sprint the 
"tourist," but was unsuccessful, Seeley win- 
ning out by ten yards. Time, 3:18j^. Seeley 
rode a Pierce geared to 91 and Cobden 
pushed a Reading Standard geared to 87. 

More Foreign Racers Coming. 

Racing enthusiasts in this country will 
doubtless have the pleasure of seeing a 
number of foreign cracks compete in the 
races this season> "Tommy" Hall, the light- 
weight English champion pace follower, 
already is in America, having accompanied 
Robert J. Walthour from Europe, and Ped- 
lar Palmer came back with W. E. Samuel- 
son from Australia. Apropos of this, ad- 
vices from Australia state that J. Arnst and 
his brother, Richard Arnst, who won this 
year's famous Sydney Thousand handicap, _ 
and who, by the bye, ride American bicycles 
— Nationals — already are on board the 
steamer en route to America with Floyd 
McFarland. A. J. Clark and Ernest A. Pye 
were expected to accompany the trio. The 
Arnst brothers will represent Australia in 
the six-day race next December. It is 
understood that efforts are being made to 
bring World's Champion Gabriel Poulain 
and several other European cracks of note, 
here this summer. 

Hedspeth Wins a Race at Last. 

"Woody" Hedspeth, the negro with not 
too white a reputation, has at last won a 
race on the other side, where he has taken 
up his abode. The marvellous feat was ac- 
complished at the Stieglitz track, Berlin, 
last month, when Hedspeth, who has be- 
come a masseur for Bader, the German 
crack, won the "little Easter prize." Con- 
rad, Wegener and Kudela crossed the tape 
next in order, Hedspeth beating the first 
named by an "eyelash." 

Another organization — the Park Circle 
Club, of Brooklyn — is making a strong bid 
for recognition. It has on the tapis for 
Sunday, June 10th, a -twenty-mile handicap 
road race which it is planned to make an 
annual fixture and which has been desig- 
nated the "Brooklyn Handicap." The start 
and finish will be at West's, Valley Stream, 
and the limit men who will be given a han- 
dicap of 10 minutes wil be started at 1 

Several innovations — they may be so 
called at this stage of the game — will be 
tried and they are such that will consider- 
ably interest those who intend to compete. 

First of these is that there will be no 
waiting two or three days or perhaps weeks 
for prizes to be distributed; they will be 
awarded after the finish of the race. . An- 
other is that the winner of first place and 
first time prize will have his choice of either 
gold or silver ordinary or stop-watches. 
Two "solid, not plated, silver loving cups," 
is the way the contest blank expresses it, 
will be awarded, one of which is known as 
the Armstrong trophy and the other as the 
Dyer, trophy. The former will be awarded 
to the club scoring the most points, it hav- 
ing to be won three times to become the 
permanent property of an organization. 
The Dyer trophy will be awarded to the 
club having the most riders in the race, 
twenty to qualify. Besides these, of course, 
there are numerous other prizes. 

Victor J. Lind, chairman of the racing 
committee of the Century Road Club of 
America, has been secured to manage the 
affair and that his success with the Coney 
Island cycle path race will be duplicated in 
this event is not doubted. This being the 
first of the important road races the Park 
Circle Club contemplates running this sea- 
son, the members, are anxious all the clubs 
hereabouts be represented, and for that rea- 
son are putting up cups of exceptional 
value. Entry blanks may be obtained of 
V. J. Lind, secretary, 194 Schermerhorn 
street, Brooklyn. 

Ten Thousand Saw Butler Trounced. 

Ten thousand spectators saw Thaddeus 
Robl trounce Guignard and the veteran Nat 
Butler, in an hour paced race at the Leipsfc 
track, on April 16. In the hour Robl cov- 
ered 83 kilometres 759 metres (52 miles IS 
yards); Guignard, 78 kilometres 700 metres 
(48 miles 1536 yards), and Nat Butler, 75 
kilometres 630 metres (46 miles 1700 yards). 
On the previous day Butler competed in an 
hour race at Dresden and was the victor. 
He finished fifteen yards in front of Cesar' 
Simar and eight laps ahead of Rosenlocker. 
Butler's distance was 73 kilometres 800' 
metres (45 miles 1460 yards). 



Cornet Wins the Paris-Bordeaux. 

Henri Cornet won France's famous Paris- 
Roubaix road race that was decided on Sun- 
day, 15th ult. The distance was 168 miles, 
and the winner covered this distance in 9 
hours 59 minutes. The finish was remark- 
ably close, Marcel Cadolle, the second man, 
being only half a wheel's length late at the 

Seventy-one riders were started on the 
eleventh annual race at 7:30 a. m., and these 
comprised the pick of European riders. The 
course was from Paris to Roubaix, by way 
of Chatou, Pontoise, Beauvais, Breteuil, 
Aimens, Doullens, Arras, Douai and Pont- 
a-Marc. At Pontaise, 24 kilometres distant, 
Fourchotte was acting as pacemaker, 20 
riders following in a group, but at Meru, 47 
kilometres, the field had reduced to Trous- 
selier, one of the French team in the last 
six-day race; Cadolle, Garin, Georget, De- 
caup, Trousselier's partner in the six-day 
grind; Jean Gougoltz, well known in this 
country, and Cornet. At Amiens, 134 kilo- 
metres, the leaders had reduced to eight 
and at Doullens, twenty miles further, the 
bunch broke up. There was a terrible hill 
climb and Cornet made up his mind to 
shake off the trailers. He succeeded in leav- 
ing all but Cadolle, who would likely have 
beaten him at the finish had he not punc- 
tured. Cadolle rode the last mile on the 

The final classification was Henri Cornet, 
first, 9 hours 59 minutes; Marcel Cadolle, 
second, 9:S9:00>^; Rene Pottier, third, 
10:04:30; Louis Trousselier, fourth, 10:08:00; 
Cesar Garin, fifth, 10:14:00, and Aucouturier, 
sixth, 10:21:100. The irrepressible Gou- 
goltz said the only reason that he did not 
win was because he could not get enough 
to eat. Those who have seen the big Swiss 
stow away food in training quarters at 
Madison Square Garden will realize the sig- 
nificance of the remark. 

Nashville Makes a Discovery. 

Nashville motorcyclists and those using 
the powered cycle who may have contem- 
plated a visit to Tennessee's capitol, now 
may rest in peace. The intelligent (!) city 
fathers have decided that motorcycles and 
automobiles will not have to be equipped 
with cyclometers so officers may determine 
if they are breaking the speed laws set 
down by the statutes. For fear that the 
council might be so assinine as to pass the 
lugubrious measure that was introduced 
in the city council and which, if passed, 
would have compelled each motorcyclist 
and automobilist to equip his machine with 
a "cyclometer or other device whereby its 
speed will be shown when a police officer 
shall stop the same to ascertain such speed," 
several interested persons busied themselves 
with good results. 

After having impressed upon their minds 
that a cyclometer would not register speed 
and even if speedometers were used it 
would be impossible for a police officer to 
clamber aboard a machine while it was in 
motion to ascertain the speed it was travel- 

ing, the committee to which the measure 
had been referred decided to recommend for 
passage an amendment which makes it a 
misdemeanor for a driver to turn his ma- 
chine into any cross street or to cross any 
street at a speed in excess of eight miles 
an hour. To this was added a clause mak- 
ing it unlawful to drive machines at a "dan- 
gerous or reckless rate of speed." 

Warns the Cyclepath Pedestrians. 

Sidewalks are for pedestrians and cycle 
paths are for cyclists. This is the ruling 
of city officials of LaCrosse, Wisconsin, 
and signs have been posted at the approach 
of the paths warning pedestrians that the 
fine for. using them is $5. For some time 
LaCrosse people who walk to and from 
their work have been in the habit of using 
the cycle path instead of the sidewalk, 
claiming that the latter is in a dilapidated 
condition and that the cycle path is much 
cooler and easier to walk upon. The cyclists, 
however, complained to the Board of Public 
Works, with the above result. 

Walthour May Build a Track. 

It is quite .likely that Atlantans will wit- 
ness some race meets this season. Accord- 
ing to reports from the Georgia town, 
"Bobby" Walthour last week applied to 
the park board for permission to build a 
bicycle track in the coliseum at Piedmont 
Park. Walthour stated to the board that 
he would have the track completed within 
two weeks and would immediately wire 
Jack Prince to come on and conduct race 

Germans Inflict Heavy Penalties. 

Thaddeus Robl and Paul Guignard have 
been fined $125 and $75 respectively by 
the Verband Deutscher Radrennbahnen, 
the controlling German organization, for 
infringing the pacing regulations with their 
motor tandems. Not only these riders have 
been "soaked," but the Dresden and Leipsic 
tracks have been fined $125 each for permit- 
ting Robl and Guignard to use wind shields. 
The tracks have been blacklisted and the 
riders suspended until they pay up. 

Reynolds Becomes Boston's Overseer. 

Howard G. Reynolds has been appointed 
official National Cycling Association's rep- 
resentative .and referee for Boston and 
vicinity, to succeed R. F. Kelsey, who has 
brought the office of chairman of the board 
of control to New York City. It is likely 
that John C. Wetmore, for years the official 
handicapper, will make an attempt to shake 
himself out of harness. Chairman Kelsey 
has been doing the handicapping at Vails- 
burg since the track opened. 

Dunkirk's Line Full of "Assistants." 

Captain Richard Schaeffer, of the Dun- 
kirk (N. Y.) Cycle Club, has appointed 
these officers for the 1906 runs: Assistant 
captain, Alfred Jefferson; bugler, Henry 
Goldhart; assistant bugler, Philip Gerber; 
color bearers, Charles Worter and George 





of cycling and of motoring 

there never was anything 



of which was so 


as that of 


Ify^y^w ii.^L '' umg^ yjy wtMfflMWijltf gfP 

" There's a reason," or rather a 
number of them, for such a re- 
markable situation. Our cata- 
logue deals with them. It's free 
for the asking. 


SprJngfield, Mass. 



Over the Hills to De Soto— a Road Famed in Cycling History. 




Of all the highways made famous by 
cyclists, none ever came into greater prom- 
inence than the old De Soto road leading 
out of St. Louis. Fifteen or twenty 'years 
ago it was known to every man who knew, 
or even pretended to know, the meaning 
of cycling. St. Louis was then a seething 
caldron of cycling interest. It was much 
written of and its roads and its riders were 
almost "household terms." St. Louis bicycle 
riders always were of a hardy type, accus- 
tomed to covering good distances and in- 
different. to adverse weather and track con- 
ditions alike, and of recent years, a brave 
remnant of the, old timers, together with an 
acquisition of new young blood, has bid 
fair to win back to it its old prestige. Some- 
how there has always been a spirit of en- 
durance in the road riding contingent, 
especially which has existed in few, if. any, 
other localities. At least, that has been the 
result of the observations of those who have 
travelled and observed afield. In the very 
early days we had a group of wheelmen 
who bore the rather undignified title of the 
"St. Louis Toughs," an appellation which, 
despite its rough exterior, simply implied 
that its members were far from being "ten- 
derfeet," that they were ready for a brush 
with anyone at any time, and over any sort 
of road. The spirit of touring was imbibed 
very early among these fellows, and has 
been cultivated up to this time from a very 
fine beginning. 

The idea has never been to pile up mile- 
age, to grind out centuries, or to seek out 
the roads with good surfaces and freedom 
from hills. Rather the foremost thought 
has been to ride toward some definite ob- 

jective and to explore new roads wherever 
possible. Always, the character of a road 
has been a secondary consideration, so long 
as sticky mud was not encountered. No 
complaint was ever heard of the nature of 
the course over which we were riding, and 
little was thought of such petty drawbacks 
as riding creek beds, and sometimes of ford- 
ing streams several feet deep. A haystack 
served as a comfortable night's lodging 
where hotel accommodations were not to 
be found, and once a hardy rider even put 
forth the claim that he had enjoyed a good 
rest in the fire-box of an old traction engine. 
The De Soto road, with its steep, stony, 
• hair-raising succession of ups and downs 
and its wild scenery, was their. chief abiding 
place and their most fiendish joy was to 
lure the "tenderfoot" into the wrinkled 

It was owing to this trait of^being ready 
to go anyway and at any time, to this in- 
difference to road conditions, and to the 
practice and experience which have neces- 
sarily resulted from it, that the reputation 
of the St. Louis rider for his ability to 
cover bad roads and to surmount hills has 
been established. For undoubtedly the 
greatest pleasure which is to be got out of 
the bicycle is that derived from the rough 
give-and-take riding. There is so much of 
interest, so many varied experiences, so 
much more beautiful scenery, and such a 
fine spirit of fraternal good felloU'ship is 
developed among riders of this class, that 
all other methods are thrown into the shade 
by comparison. Indeed, it is greatly to be 
regretted that this form of riding has not 
retained a more general favoritism. 

"Every country road has a beauty all its 
own," is a saying that applies well enough 
to any common highway, but which is par- 
ticularly well suited to the lines leading 
out of St. Louis. To the north and north- 
west; the country is gently rolling, the Mis- 
souri river but eighteen or twenty miles 
away forming a barrier that effectually pre- 
vents extended touring in that quarter. To 
the west and southwest, the country is more 
broken, the roads lie up and down hill to 
a great extent, and, by the same token, the 
scenery is more beautiful. Hilly roads are 
always preferable to levels, for there is 
plenty of good coasting to be enjoyed, and 
the monotony of continuous pedalling is re- 
lieved. For this very good reason, the 
greater part of the road riding round St. 
Louis is to the west and southwest. 

Among them all, the Manchester road is 
the smoothest and best kept highway lead- 
ing out of town. It runs westward over the 
ridge of hills that lie from four to six miles 
north of the Missouri river. Over it there 
was much activity in the early days,, and 
cycling notables from almost every section 
of the country have enjoyed following its 
course. The little town of Manchester, 
eighteen miles out, was the starting point 
of many a road race to the "pump" in For- 
est Park, which was on King's highway, a 
short distance from Lindell Boulevard, 
which aristocratic thoroughfare twenty 
years ago was only a country dirt road. 
"Son of a Gun" hill on the road that leads 
from Manchester to Valley Park and a 
"swimming hole" in the Meramee, used to 
be a much steeper hill than it is to-day. Then 
it was over ten per cent, gradient and about 



one-quarter mile long and up it many a hill 
climb occurred. Hal Greenwood, of St. 
Louis, who pumped a Star like a demon, 
was known as "the king of hill climbers," 
and the sensation caused when John A. 
Wells, of Philadelphia, dared dispute his 
title and the subsequent contests between 
the two men, will be recalled by the old- 
timers and their thoughts of it will serve 
to fire their blood again. 

A notable discovery was made on this 
same road only a few years back, when 
three trusty riders made the casual ac- 
quaintance of a hospitable stranger by the 
wayside. W. G. Walzendorf, E. N. Saun- 
ders and R. W. Lang, were out for the day. 
It was almost noon on a hot July morning 
when the trio finished the hard climb just 
east of Grey's Summit, some forty miles 
out, and laid themselves down to rest in 
the grass. While laying there in the shade 
of a giant oak, a fine old gentleman 
emerged from a gate across the way and 
saluted them. 

"How do you do," he said. "Pretty hot 
day, eh!" 

"Very much so," was Saunders' reply; 
"could we have a drink of water?" 

"Sure," responded the native, "but we've 
got something a whole lot better'n that 
over here." 

The party was then steered over the way, 
down into the inviting depths of a wine cel- 
lar 'and made to feel at home. First, came 
a sampling of a few kinds of white wine, 
then a particularly snappy vintage of red 
which tickled the palate amazingly. Then 
came a return to the white, and it was not 
until after about an hour's sojourn in the 
cool and mossy depths of this cavern that 
the wayfarers began to turn their thoughts 
once more to the road. 

On emerging into the ovenlike atmos- 
phere, under the burning glare of the sun- 
light, it was most plain to See that things 
were fast getting "wobbly." The wine was 
stimulating, however, and the loose gravel 
on the road surface was soon being sent 
flying in all directions under the impetus 
of the grinding wheels. Just before reach- 
ing the top of County Line Hill, a particu- 
larly steep and crooked incline just over the 
border of St. Louis county, Walzendorf's 
tire was badly lascerated and he was forced 
to make an hour's bivouac then and there 
for repair. Saunders stayed with him, but 
Lang was too far in the lead to hear his 
direful signals of distress and continued on 
down the hill. Running on a few miles he 
missed the others, and came to the conclu- 
sion that he had better rest and wait for 

After a time, when the pair had come up 
to him, they found him slumbering the 
sleep of the just and totally oblivious to his 
surroundings. With some difficulty they 
at length succeeded in wakening him, only 
to find him totally bewildered. He had lost 
all sense of direction, knew not whence he 
had, come nor whither he was bound, but 
was ready to declare upon his very oath 

that above all things, he had not come down 
the county line hill. In time they mean- 
dered into town and the thing passed off with 
a laugh, but to this very day the Holt Haus 
wine cellar is a .regular stopping place for 
the boys. The fine old gentleman is in- 
variably just as glad to greet the weary 
tourist a-wheel as he was on that hot and 
dusty June morning, the sojourn is just 
as pleasant and refreshing, and the after- 
math ever productive of peculiar sensations. 
So much so is this the case, in fact, that it is 
not infrequently necessary to assist a rider to 
mount his wheel and now and then heated 
debates occur where the road forks. 

Another favorite road, very beautiful as 
well as very rough, is the Gravois, which 
zigs zags in a southwesterly direction into 
Jefferson county. After passing through 
the village of Fenton, on the Meramee 
river, a seven-mile climb is encountered to 
High Ridge, so named from its lofty posi- 
tion. Then there is a sharp drop for four 
miles or so into Houses Springs, twenty-five 
miles out, the latter an exceedingly dainty 
sport on the Big River. 

Usually on pleasant Sundays, a party 
rides out there to catch the wary fish for 
the hungry crowd that is almost sure to 
put in an appearance on the following day. 
Continuing, the road meanders up and 
down long hills, crosses the Big River at 
Cedar Hills, thirty-two miles out, and finally 
winds itself up at iVIorses Mills, forty-five 
miles away from town. All of the towns 
which it touches are miles from the nearest 
railroad, and cyclists are practically the 
only city dwellers who have access to that 
noble range of country. 

But as stated, by far the hilliest and 
grandest road of them all, is the Le May 
Ferry, or De Soto Pike. Every inch of its 
forty-five miles of ups and downs is full 
of sentiment, and serves to recall some in- 
teresting event or other of the days gone 
by. After its discovery, which by the way, 
was described in a recent issue of the 
Bicycling World, the road became famous 
all over the country for its wonderful series • 
of hills. Many and many a memorable con- 
test took place over its warped surface, and 
many are the incidents related which have 
their root on some of its humps and hol- 
lows. Incidentally, it was the scene of 
what was in all probability the hardest 
fought cycling race ever seen in this coun- 
try, and one which could with difficulty be 
equalled in any other line of sport. This 
was the famous match race between Hal 
Greenwood and Percy Stone which took 
place in July, 1887. 

At that time a great deal of rivalry 
existed between the Missouri Bicycle Club 
and the St. Louis Cycle Club. Stone was a 
member of the former order, and Green- 
wood pinned his faith to the latter, and it 
to him. The direct cause of the race itself, 
growing out of the constant efforts of the 
club men to get ahead of one another, was 
a vainglorious boast of Greenwood's to the 
effect that he could beat any rider in the 
country on a run to De Soto and back. The 

brag was caught up, and a direct challenge 
quickly followed. 

The race started at five o'clock in the 
morning from the Missouri club house, near 
Thirty-first and Olive streets, and a terrific 
pace was immediately set; so terrific was it 
in fact, that the fast contingent of the 
clubs, who were to accompany their respect- 
ive leaders, were hopelessly shaken before 
the eighteen miles to Maxville were cov- 

When Stone crossed the Meramee River, 
at fifteen miles, he was nearly a mile ahead 
of Greenwood who, however, caught up 
with him before the next three miles were 
covered. From there on the riders kept 
almost neck and neck to Bulltown, Green- 
wood pumping his Star and Stone with his 
head over the bars pedalling an ordinary as 
fast as he could down the hills — a most 
wonderful performance. 

No one ever has been able to understand 
how those hills could be ridden in that 
fashion, race or no race. For, indeed, many 
•a rider mounted on a more modern machine 
has come to grief in scaling those same de- 
clivities, and more yet in descending them. 
Moveover, the fact that one of them was 
mounted on an ordinary and the other on 
a lever-drawn Star, added interest to the 
enthusiasm of the non-combatants, and 
worked them up to a fever heat of sym- 
pathy according to their respective affinities. 

At Bulltown, Stone stopped for food, 
which probably cost him the race. Green- 
wood continued on to De Soto, arriving 
there only four minutes ahead of his rival 
and four hours and twenty-three minutes 
after his departure from St. Louis — a record 
that stood for many years till A. G. Harding 
finally lowered it on a safety. After reach- 
ing De Soto and waiting to get a rub-down. 
Stone decided to quit, but the decision was 
not reached till after the departure of 
Greenwood, who rode all the way back, 
pumping like a maniac, thinking Stone was 
following close behind him. Of course, he 
never would have made the return trip had 
he known of Stone's action, but there was 
no means of notifying him. 

If ever there was a mad race for real 
blood, this was one. The modern idea of 
teaming and hanging back for the opponent 
was not developed at that time, and each 
rider pedalled as hard as he could from start 
to finish. Consequently, the spectacle 
of a breathless rider, pumping away for 
dear life to win a victory already his, and 
scrambling his head off to gain a walk- 
over which was his from the turning point, 
never ceases to be funny, and always will 
be a joke among those who were privileged 
to take some part in the attendant proceed- 
ings. Just how much money changed hands 
over the affair, never became known, but 
as one result of it, among others, there were 
many human sponges along the road for 
several years. 

Another stirring incident of the De Soto 
pike happened in 1891, when the pride of 
Chicago was imported for the occasion and 
very thoroughly cleaned up in violation of 



all the rules of hospitality. On invitation, 
Birdie Hunger brought down with him such 
a formidable array of talent as Barrett, 
Thorn brothers, "Billy" Herrick, F. Ed. 
Spooner and others. They were full of 
strength and courage, and eager for the 
contest which was so surely to win them a 
name among names and a well rounded 
niche in the Hall of Fame. 
After breakfast at the South Side Hotel, 

Chicagoans on Kimmswick Hill. When 
Bulltown was reached, the St. Louis con- 
tingent arranged for dinner, while the rep- 
resentatives of the city of wind were actively 
negotiating for wagons to take them back 
to town. With four-fifths of Chicago out 
of the running there was little need of 
haste on the afternoon trip to De Soto, and 
it was pedalled in leisurely triumph. 

In 188S a race meet was held in St. Louis, 

that took place round about St. Louis and 
which doubtless came about only through 
the practice the St. Louis wheelmen had 
on different roads. The hill-climbs, club 
races, match races and "scrub" contests that 
were pulled off were all of them fraught 
with a deal of enthusiasm which is never 
to be equalled. Indeed, they were 
thousands of times more. spirited and inter- 
esting than anything that occurs to-day, not 


the jaunt through the muddy macadam 
streets of south St. Louis was begun in a 
way that was leisurely enough. But after 
the bridge over the River Des Peres had 
been crossed a strange whistle was heard 
and away went the Chicago men. The St. 
Louis riders looked at one another in sur- 
prise and laughed. Before Maxville was 
reached Spooner was discovered "dying" in 
great misery and a little farther on Herrick 
was seen "expiring" in a horse trough 
under a shed. 

The St. Louis men plugged steadily along 
and passed the remnants of the ambitious 

in which George M. Hendee, now the Indian 
motorcycle manufacturer, participated. At 
that time he was one of the top notch racing 
men in the country, and the St. Louis 
Ramblers coaxed him out on the De Soto 
road. Hendee, however, was no Chicago 
"tenderfoot," even if his honors had been 
won on the track. He "showed 'em" how 
the De Soto road ought to be ridden. It is 
said he went up and down those heart- 
breaking hills as though they were mere 
humps in the back yard. 

Volumes of interesting reminiscences 
could be written of the spirited contests 

barring an international motor car race that 
costs thousands of dollars, and their mem- 
ory should ever be kept fresh and green in 
the hearts of their heroes. MIZZO. 

The Associated Wheelmen of St. Paul 
and Minneapolis, Minn., who reorganized 
some time ago to revive interest in cycling 
in that Icjality and to keep the famous 
cycle paths intact, already have made their 
presence felt. Bicycle Inspector Otto Wirt- 
ensohn and staff have started a crusade 
against cyclists who have not purchased 
1906 license tags. 




when he tells you that his is a high-grade production. Ask him for a 


He knows as well as you do that the PERSONS is the only truly high-grade saddle; but sometimes price stands in his way, 

you know. Still, if you pay for a high-grade Bicycle you are entitled to a high-grade Saddle— 

there's no doubt about that, is there? Ask him. 


Worcester, Mass. 

Don't be penny wise and pound 
foolish and equip a leally good bicycle 
with a "just as good" lamp. The 
"night eye" is the most important 
part of the equipment of your bicycle, 
Moral : Use 


Remember that the system of gen- 
eration used in the Solar Lamps is the 
only practical one and results in the 
Lamp that shows the way. 

Our compleie catalogue will tell 
you all about the different patterns 
and prices. Yours for the asking. 



NEW YORK CFf ICE 11 Warren Sf. 


This is the chance of a life 
time to secure one of these 
elegant Regulator Clocks, 
over three feet high and i6j^ 
inches wide, solid oak case, 
8 day movement, constructed 
of brass and steel and fully 
guaranteed, in return for 
24 Neverleak certificates. 
Any " Brass Sign" certifi- 
cates that you have on hand 
or hereafter obtain through 
purchases of Neverleak, will 
be alkwed to apply on 
the clock. One of these 
clocks will be an ornament 
to any office, shop or store. 

One certificate is enclosed 
with each dozen 4-ounce 
tubes of Neverleak. 12 
certificates will entitle you 
t) a Brass Sign as hereto- 




Full Chain Guard with All Connections. 

Made in sections and riveted togetiier, giving enough elasticity 
to avoid the "twang" of a one-piece guard. Adjustable to stretch 
of chain and to differences of length between centers of axles. 


"Handy things 
to have about 
the house." 

We also make 

Mud Guard Fittings, 
SproGi(et Guards, 
Metal Hand Braiies, 

and other Specialties. 

Buffalo, N. Y. 

['^u j^i C 1^- o z^ w o -i-r Qijg Q.Si. Q<^ ^ 

Half Guard with All Connections.1 

Notice the method of attaching front con 
nection. Enough adjustment to meet the angle rf 
any frame ; a little feature all our own. It counts. 
These guards are just a little better than any 
others. That's why we are still making and sell- 
ing lots of them. 




May 13 — Valley Stream, L. I. — Roy 
Wheelmen's ten-mile handicap road race; 

May 20 — Valley Stream, L. I. — Century 
Road Club Association's fifteen mile handi- 
cap road race; open. 

May 3D.— Detroit, Mich.— Detroit Wheel- 
men's annual twenty-five-mile handicap road 
race on Belle Island; open. 

May 30 — Washington Park, N. J. — Bicycle 
race meet; open. 

May 30 — Chicago, 111. — Chicago Motor- 
cycle Club's race meet. 

May 30 — Spokane, Wash. — Spokane Ama- 
teur Athletic Club, track and road races. 

May 30 — Newark, N. J. — Eighteenth an- 
nual Irvington-Milburn twenty-five-mile 
handicap road race; open. 

May 30— Salt Lake City, Utah.— Opening 
race meet Salt Palace saucer, and annual 
twenty-five-mile road race. 

May 30— Atlantic City, N. J.— Atlantic 
Wheelmen's twenty-five mile road race on 
Pleasantville-May's Landing course; open. 

May 30 — Grand Rapids, Mich. — Grand 
Rapids Bicycle Club's fifteen-mile handicap 
road race; open. 

May 30 — Chicago, 111. — Century Road 
Club Association's annual twenty-five-mile 
handicap road race; open. 

May 30— New York City.— New York 
Motorcycle Club's annual hill-climbing con- 
test; open. 

May 30 — Newark, N. J. — Vailsburg board 
track meet. 

June 10— Valley Stream, R. I.— Roy 
Wheelmen's fifteen-mile handicap road race; 

June 17 — Valley Stream, L. I. — Century 
Road Club of America's twenty-five-mile 
handicap road race; open. 

June 30-July^ 3 — F. A. M. annual tour. New 
York to Rochester, N. Y. 

July 2-3 — F. A. M. annual endurance con- 
test. New York to Rochester, N. Y. 

July 4 — Milwaukee, Wisconsin — Milwau- 
kee Motorcycle Club's race meet. 

July 4 — Atlanta, Ga. — Track meet at Pied- 
mont Park. 

July 4 — Valley Stream, L. I. — Century 
Road Club Association's twenty-five mile 
Long Island derby. 

July 4-6 — Rochester, N. Y.— F. A. M. an- 
nual meet and championships. 

July 8— Valley Stream, L. I. — Century 
Road Club of America's ten-mile road race. 

July 8 — Valley Stream, L. I. — Roy 
Wheelmen's twenty-mile handicap race; 

July 29-August 5-— Geneva, Switzerland — 
World's championships. 

August 12 — Valley Stream, L. I. — Roy 
Wheelmen's twenty-five-mile handicap road 
race; closed. 

Aug. 26— Valley Stream, L. I. — Century 
Road Club Association's record run. 

August 26 — Century Road Club of Amer- 
ica's fifteen-mile handicap road race; open. 

September 3 — Muskegon, Mich. — Muske- 
gon Motorcycle Club's race meet. 

September 3 — Brooklyn, N. Y. — Century 
Road Club of America's annual twenty-five- 
mile handicap Coney Island Cycl^.^jPath 
race; open. 

September 9 — Valley Stream, L. I. — Roy 
Wheelmen's fifty-mile handicap road race; 

September 16 — Brooklyn, N. Y. — Century 
Road Club of America's one hundred mile 
record run. 

Sept. 23 — Valley Stream, L. I. — Century 





Morgan s Wright 



Road Club Association's twenty-five mile 
handicap road race; open. 

November 29 — Century Road Cl.ib of 
America's fifty-mile handicap road race; 


Motorcyclists Escape Many of its Rigors — 
Numbers no Longer Necessary. 

Gathering for Salt Lake Season. 

"Billy" Bowles, Iver Lawson's trainer and 
refreshment receptacle, arrived in Salt_ Lake 
City last week after a winter's sojourn 
among the orange groves of Southern Cali- 
fornia. It is said Bowles rolled into Zion 
in his private car, but whether it was in the 
regulation box or the freight caboose, was 
not stated. Judging from information from 
Salt Lake, Iver Lawson will make an im- 
portant change in mounts this year. Law- 
son has been riding a Massey-Harris, an 
Australian machine, but it is intimated that 
this season he will ride a Pierce. This leads 
up to the supposition that Lawson is 
through with racing in Australia. All the 
riders in Salt Lake are training hard for 
the first meet and plum picking this season 
is apt to prove a difficult task for the sec- 
ond-cla.'is pros. 

In the final shake-up of the Frelinghuysen 
bill, which occurred during the closing 
hours of the New Jersey legislature, none 
of the advantageous terms secured for 
motorcyclists by the Federation of Ameri- 
can Motorcyclists were affected. The law, 
which does not go into effect until July 1st, 
i.5 now in print. The only change respect- 
ing motorcycles that was made in the final 
draft provides merely that the Commis- 
sioner of Motor Vehicles shall issue to 
motorcyclists a numbered registration cer- 
tificate; previously this was not incorpor- 
ated in the measure. 

The law throughout applies alike to resi- 
dents and non-residents. Keeping in mind 
that originally motorcycles were subjected 
to practically all of the provisions applying 
to automobiles, what the F. A. M. gained 
for motorcyclists is best shown by what the 
law as enacted requires of automobilists. 
While they are subject to the penalties im- 
posed, in substance all that owners of 
motorcycles must do is to pay $1 per year. 
They do not even have to display numbers. 

Automobilists must be over 16 years of 
age and must pay from $4 to $7 per year; 
must submit to examination; must carry 
their signatures on their licenses, display 
numbers front and rear, likewise on their 
lamps, and they are liable to a fine of $100 
if their numbers are blurred or not kept 
clean; non-residents also must file with 
the Secretary of State written authority 
constituting him their agent to accept ser- 
vice in the event of legal proceedings. None 
of these provisions apply to motorcycles 
and while motorcyclists must carry their 
licenses with them and must stop and pro- 
duce them on demand of any of the seven 
"shoofly" inspectors who are to be ap- 
pointed, the law specifically states that these 
inspectors may require only automobilists 
to write their names for comparison with 
the signatures on the licenses they may 
hold. Automobile dealers must pay $20 
per year; motorcycle dealers are required to 
pay nothing. Until the F. A. M. "got busy" 
tricycles, the so-called tricars, and all save 
motor bicycles, were classed as automobiles 
and their owners and the dealers selling 
them were all subject to the fees and re- 
strictions imposed on automobiles. 

The Commissioner of Motor Vehicles is 
not quite such a czar as was first outlined. 
Originally, it was provided that he could 
revoke any license at his discretion. In the 
final shake-up, he was required to serve 
written notice, giving his reasons, before 
indulging in a revocation. 

Magistrates also may revoke licenses for 
"wilful violations," but not only may the 
sufferer appeal to the Court of Common 
Pleas, but, as amended, to the Supreme 



Court also. Arrests may be made without 
warrant, but summonses also may be now 
issued, but action must be taken within 30 
days instead of three months, as originally 

■ The penalties likewise underwent con- 
siderable "toning down." Instead of "$500 
or 60 days," the limit for most of the viola- 
tions is $100 or ten days for a first offense. 
The display of fictitious numbers will, how- 
ever, incur the "not exceeding $500 or 60 
days." Failure to stop in event of accident 
is likewise and rightly dealt with sternly — 
$250 or thirty days. Motorcycles will be 
accepted as bail in the event of arrest. 

The full text of the law, as it will become 
effective on July 1st, next, is as follows: 


1. As used in this act : 

- (1) The term "motor vehicle" includes all vehicles 
propelled otherwise than by muscular power, except- 
ing such vehicles as run only upon rails* or tracks. 

(2) The term "motorcycle** Includes only motor 
vehicles having pedals and saddle with driver sitting 

(3) The term "automobile" includes all motor 
vehicles excepting motorcycles. 

(4) The word "magistrate" shall be deemed and 
understood to mean and include all justices of the 
peace, judges of the city criminal courts, police 
justices, recorders, mayors and all other officers 
having the power of a committing magistrate. 

2. Automobile fire engines and such self-propelling 
vehicles as are used neither for the conveyance of 
persons for hire, pleasure or business, nor for the 
transportation of freight, such as steam road rollers 
and traction engines, are excepted from the pro- 
visions of this act. 


3. Every motor vehicle must be equipped with a 
plainly audible signal trumpet. Penalty, fine $10. 

4. (1) Every automobile shall carry, during the 
period from one hour after sunset to one hour be- 
fore sunrise, and whenever fog renders it impossible 
to see a hmg distance, at least two lighted lamns, 
showing white lights, visible at least two hundred 
and fifty feet in the direction toward which said 
automobile is proceeding, and shall also exhibit one 
red light visible in the reverse direction. Upon the 
fronts of the two aforesaid lamps showing white 
lights shall be displayed, in such a manner as to be 
plainly visible when such lamps are lighted, the num- 
ber of the registration certificate issued as in this 
act provided, the same to be in Arabic numerals, not 
less than one inch in height. Penalty, fine $10. 

(2) Every motorcycle shall carry, during the period 
from one hour after sunset to one hour before sun- 
rise, and whenever fog renders it impossible to see 
a long distance, at least one lighted lamp, showing 
a white light visible at least two hundred feet in 
the direction toward which the motorcycle is pro- 

5. Automobiles of more than ten horsepower shall 
be provided with at least two brakes, powerful in 
action and separated from each other, of which one 
brake must act directly on the drive wheels or on 
the parts of the mechanism which are firmly con- 
nected with the wheels. Each of the two brakes 
must suffice alone to stop the automobile within a 
proper time. One of the two brakes must be so 
arranged as to be operated with the foot ; provided, 
however, that on automobiles not exceeding ten horse- 
power one brake will be sufficient. 

Motorcycles shall be provided with at least one 
brake, which may be operated by hand. 

6. No motor Vehicle tire shall be fitted with a chain 
when used upon gravel, macadam or other made 
roads, except upon natural dirt, asphalt, cobble, Bel- 
gian block or vitrified brick pavements ; provided, 
however, that tires may be fitted with a chain when 
used upon roads covered with a coating of at least 

.one inch of snow or ice. Penalty, fine $50. 

7. Every motor vehicle must have devices to pre- 
vent excessive noise, annoying smoke and the escape 
of gas and steam, as well as the falling out of 
embers or residue from the fuel. 


8. The Secretary of State shall forthwith organize 
in connection with the Department of State the de- 
partment of Tnotor vehicle registration and regula- 
tion. . He shall provide suitable quarters for the 
same and shall furnish all necessary supplies and 
equipment for the proper enforcement of the pro- 
visions of this act. He shall approve all bills for 
disbursement of money under any of the provisions 
of this act, which shall be paid by the State Treas- 
urer, upon the warrant of the Comptroller out of 
any appropriation regularly made therefor. 

9. The assistant Secretary of State shall be ex- 
officio commissioner of motor vehicles, and shall have 
pei'sonal charge and supervision of the enforcement 
of the provisions of this act. The Secretary of State 
shall appoint a chief inspector of motor vehicles, 
who shall be chief clerk of the department, and who 
shall have practical knowledge of the mechanical 
arrangement and capabilities of all kinds of motor 
vehicles, and be capable to pass upon the efificiency 
of motor vehicles and the competency of motor vehicle 
drivers. The Secretary of State shall also appoint 
as many inspectors, not exceeding seven, as 
may be necessary in detecting violations of this act, 
in obtaining evidence of violations and otherwise 
assisting in the enforcement of the act. He shall 
also provide the clerical assistance necessary to carry 
into effect the provisions of this act. He shall fix 
the compimsation of all inspectors, clerical assistants 
and others employed under this act ; the salary of 
inspectors, however, shall not exceed three dollars 
per day. The compensation of the commissioner 
of motor vehicles shall be fifteen hundred dollars per 
annum, in addition to any compensation he may re- 
ceive by reason of any statute fixing the compensa- 

-lion of assistant Secretary of State, and that of the 
chief inspector shall be fifteen hundred dollars per 

10. The commissioner of motor vehicles shall be 
authorized, and full power and authority are hereby 
given to him, to designate the chief of police and 
the lawful deputy of said chief of police of any muni- 
cipality in this State, or any other proper person, to 
be the agent of the said commissioner of motor 
vehicles, for the registering of motor vehicles and 
issuing registration certificates, and for the examin- 
ing of applicants for licenses to drive motor vehicles, 
and the granting of licenses to said applicants, sub- 
ject to the requirements of this act and to such rules 
and regulations as shall be imposed by the commis- 
sioner; and any chief of police and deputy who may 
be so designated are hereby authorized and required 
to act according and until the said authority so to 
act is revoked bv the said commissioner. The fee 
allowed such agent for registration certificates so 
issued by him, and for every license so granted by 
him, shall be fixed by the inspector of motor vehicles, 
the same to be retained from the registration fee 
or the license fee paid to him ; provided, however, 
that every registration and registration certificate 
and every license to drive motor vehicles may be 
revoked by the said commissioner of motor vehicles 
for a violation of any of the provisions of this act 
or on other reasonable grounds after due notice in 
writing of such proposed revocation and the ground 
thereof, and if a driver of motor vehicles 
shall have had his license revoked, a new 
license granted to him within one year there- 
after shall be void and of no effect unless it shall be 
granted by the said commissioner of motor vehicles 
in person; and if the registration or registration cer- 
tificate of any motor vehicle shall have been revoked, 
a new registrati.on made, or new registration certifi- 
cate issued, within one year thereafter shall be void 
and of no effect unless the new registration shall be 
made and the new certificate issued under the per- 
sonal direction of the commissioner of irotor vehicles. 

11. The commissioner of motor vehicles shall be 
authorized, and full power and authority are hereby 
given to him, to license, at his discretion and upon 
payment of the lawful fee, any proper person of the 
age of sixteet. years or over to be a motor vehicle 
driver, said cDmmissioner or his agent having first 

examined said person and being satisfied of his 
ability as an operator, which examination shall include 
a test of the knowledge on the part of the said person 
of such portions of the mechanism of motor vehicles 
as is necessary, in order to insure the safe operation 
of a vehicle of the kind or kinds indicated by the 
applicant, and the said applicant having demonstrated 
his ability to operate a vehicle of the class designated, 
and the said commissioner of motor vehicles may, in 
his discretion, refuse to grant a license to drive motor 
vehicles to any person who shall, in the estimation of 
said commisisoner, be an improper person to be 
granted such a license ; and the said commissioner 
shall have power to grant a registration certificate 
to the owner of any motor vehicle, application for 
registration having properly been made and the fee 
therefore paid, and the vehicle bein'»- of a type that 
complies with the requirements of this act. But it 
shall be lawful for the said commissioner of motor 
vehicles to refuse registration to any vehicle that, in 
his estimation, is not a proper vehicle to be used 
upon public roads and highways of the State. 

12. The commissioner of motor vehicles shall have 
such powers and duties as are in this act given and 
imposed, and shall collect such data with respect to 
the proper restrictions to be laid upon motor vehicles, 
and the use thereof upon the public roads, turnpikes 
and thoroughfares, as shall seem to be for the public 
good, and under the direction of the Secretary of 
State shall report to each Legislature the operations 
of his office for the year ending on the next pre- 
ceding thirty-first day of December. It shall be his 
duty to attend to the enforcement of the provisions 
of this act. 

13. The commissioner of motor vehicles shall keep 
a record of all his official acts, and shall preserve 
copies of all decisions, rules and orders made by 
him, and shall adopt an official seal. Copies of any 
act, rule, order or decision made by him, and of any 
paper or papers filed in his office, may be authenti- 
cated under said seal, and when so authenticated 
shall be evidence equally with and in like manner 
as the originals and said commissioner shall be 
empowered to communicate with the police depart- 
ments and peace officers in the State for the pur- 
pose of and with the object of the proper enforce- 
ment of this act. 

14. Motor vehicle inspectors may be appointed, as 
provided in section nine of this act, and shall be 
presented with a badge indicative of their office, and 
when wearing such badge on the left breast of the 
outermost garment shall have power to stop any 
motor vehicle and examine the same to see that it 
complies with the requirements of this act, whether 
in matter of equiprnent, identification or otherwise ; 
to require the production of the license of the driver; 
to arrest, without warrant, for violations of this act 
as special officers for the enforcement of the pro- 
visions of this act and for the detection and arrest 
of those who violate or infringe upon the provisions 


15. No person shall drive a motor vehicle, the 
owner of which vehicle shall not have complied 
with the provisions of this act concerning the proper 
registration and identification of the same, (Penalty, 
$100) ; nor shall any person drive a motor vehicle 
which shall display on the front or back thereof a , 
fivtitious number or a number other than that desig- 
nated for such motor vehicle in the New Jersey 
registration certificate of such motor vehicie. Pen- 
alty, fine $500 or imprisonment for sixty days. _ 

16. ( 1 ) Every resident of this State who is the 
owner of an automobile, and every non-resident owner 
whose automobile shall be driven in this State, shall 
annually file in the office of the commissioner of 
motor vehicles, or with the lawful agent^ of said 
commissioner, a statement in writing, containing the 
name and address of such owner, together with a 
brief description of the character of such automo- 
bile, including the name of the maker and the manu- 
facturer's number of the automobile, if number there 
be, and the real horsepower of the automobile, 
and shall pay annually to the commissioner of motor 
vehicles, or his lawful agent, a registration fee of 
three dollars for each motor vehicle havine a rating 
of less than thirty horsepower, and five dollars for 
each motor vehicle having a rating of thirty horse- 
power or more; and if an automotiile has two ratings 
of horsepower, the registration fee shall be based 
upon the highest rating. The commissioner of motor 
vehicles shall issue for each automobile so registered 
a certificate properly numbered, stating that such 
automobile is registered in accordance with this sec- 
tion, and shall cause the name of such owner, with 
his address, the number of his certificate, and the 
description of such automobile or automobiles, to be 



fchtered in alphabetical order of the owners names 
in a book to be kept for that purpose; provided, 
however, that the commissioner of motor vehicles 
may refuse registration in the case of any automobile 
that shall not comply with the requirements of this 
act or that shall seem to him unsuitable for use on 
the public roads and highways of this State. Each owner 
having a residence outside of the State shall file with 
the Secretary of State a duly executed instrument, 
constituting the Secretary of State and his successors 
in office the true and lawful attorney upon whom all 
original process in any action or legal proceeding 
for damages, caused by the operation of his registered 
motor vehicle within this State, against such owner 
may be served, and therein shall agree that any 
original process against such owner shall be of the 
same force and effect as if served on such owner 
within this State; the service of such process shall 
be made by leaving a copy of the same in the office 
of the Secretary of State with a service fee of two 
dollars to be taxed on the plairmff's costs of suit. 
Said commissioner of motor vehicles shall forthwith 
notify such owner of such service by letter directed to 
him addressed at the post-office address stated in his 
application. Upon any and every transfer of a 
registered automobile by the owner thereof, in whose 
name the same is registered, the said registration and 
certificate thereof shall forthwith be and become 
void; but the same may be validated by the endorse- 
ment of the commissioner of motor vehicles, the 
purchaser having made written application therefor 
and paid a transfer fee of one dollar. Every regis- 
tration shall expire and the certificate thereof become 
void at the expiration of one year from the date 
thereof, subject to renewal by the commissioner of 
motor vehicles upon the filing of the proper state- 
ment and the payment of the registration fee by the 
owner of the automobile. 

(2) Every resident who is the owner of a motor- 
cycle, and every non-resident whose motorcycle shall 
be driven in this State, shall pay an annual registra- 
tion fee or license fee of one dollar for such motor- 
cycle, which shall include the right of such person to 
drive such motorcycle within this State without an 
examination of his ability to run motorcycle,_ unless 
such an examination be required by the commissioner 
of motor vehicles and such owner shall be given a 
registration certificate in which shall he designated 
the proper registration number and such certificate 
shall be valid for a term of one year from the date 
thereof, unless revoked by the commissioner of motor 
vehicles, or as otherwise provided by this act. 

(3) Every manufacturer of or dealer in automo- 
biles, instead of registering each automobile^ owned 
or controlled by him, may make application, as 
hereinbefore provided in this section, for a registra- 
tion number, and the written statement, in addition 
to the matters hereinbefore contained, shall state 
that he is a manufacturer or dealer, as the case may 
be, and that he desires to use a single number for 
all automobiles owned or controlled by him; and 
thereupon the commissioner of motor vehicles, if 
satisfied of the facts stated in said application, shall 
issue a certificate, as hereinbefore set forth, assign- 
ing the same a number as hereinbefore set forth, 
which certificate shall contain the statement that the 
same is issued to the applicant as a manufacturer or 
dealer, as the case may be, and that one certificate 
shall cover and be valid for all automobiles owned 
or controlled by such manufacturer or dealer until 
sold or let for hire, or loaned for a period of not 
more than five successive days. All such automo- 
biles shall be regarded as registered under such 
general number; provided, and if, in addition to the 
registration number displayed on the front and back 
of the car, as hereinafter . provided, there shall be 
added the letter "M," of equal size and prominence; 
and provided, further, that not more than five auto- 
mobiles, owned or controlled by the same manufac- 
turer of or dealef in automobiles, shall be in opera- 
tion at the same time under the same number. The 
fee for every such manufacturer's or dealer's certifi- 
cate shall be twenty dollars. 

(4) No registration or registration certificate made 
or issued under any former act shall be valid after 
July 1, nineteen hundred and six. Penalty, $100. 

17. No person shall hereafter drive an automobile 
upon any public street, public road, or turnpike, 
public park or parkway, or public driveway or public 
highway, in this State unless licensed to do so in 
accordance with the provisions of this act. Penalty, 
$500 fine or imprisonment sixty days. No person 
under the age of sixteen years shall be licerised to 
drive automobiles, nor shall any person be licensed 
to drive automobiles, until said person shall have 
passed a satisfactory examination as _ to his 
ability as an operator, which examination shall 
include a test of the knowledge on the part of said 
person of such portions of the mechanism of auto- 
mobiles as is necessary in order to insure the safe 
operation of a vehicle of the kind or kinds indicated 
by the applicant. Licenses and the fees 

therefor shall be rated according to the horsepower 
of automobiles and shall be granted for the period 
of one year; and the license, for one year from the 
date thereof, shall entitle the licensee to drive anv 
registered automobile of the class for which it is 
granted, or of a class of a smaller horsepower. 
Automobiles of a horsepower not exceeding one 
horsepower shall be rated Class 1. and in like man- 
ner the class of every automobile shall be deter- 
mined by the number of horsepower of the vehicle, 
and the annual fee for a license to drive any auto- 
mobile of a rating less than thirty horsepower shall 
be one dollar, and to drive to any automobile having 
a rating of thirty horsepower or more, shall be two 
dollars, and if an automobile shall have two ratings 
of horsepower, the license fee shall be based upon the 
higher rating. When an automobile driver, upon passing 

a satisfac*-ory examination, shall have been once 
granted a license hereunder, no further examinations 
shall be required for a renewal of the said license, 
unless the commissioner of automobiles shall deem 
it necessary ; provided, however, it shall be lawful 
for the commissioner of motor vehicles at his discre- 
tion to issue to any persons a written permit, under 
the hand and seal of said commissioner, allowing 
the said persons, for the purpose of fitting himself to 
become a motor vehicle driver, to operate a motor 
vehicle for a specified period of not more than three 
weeks, while in company and under the super- 
vision of a licensed motor vehicle driver; and 
such permit, under the hand and seal of the_ com- 
missioner of motor vehicles, shall be sufficient license 
for the said iierson to operate a motor vehicle in 
this State during the period specified, while in the 
company of and under the control of a licensed motor 
vehicle driver of this State; and provided further, 
that the said person, as well as such licensed motor 
vehicle driver, shall be held accountable for all vio- 
lations of this act committed by the said person 
while in the presence of such licensed motor vehicle 

18. Each license to drive on automobile shall 
specify the maximum horsepower of the automobile 
allowed to be driven thereunder, and shall have 
indorsed thereon in the proper handwriting oi the 
licensee the name of the licensee; and said licensee 
when thereupon requested by any motor vehicle in- 
spctor or magistrate while in the performance of the 
duties of his office under this act, shall exhibit said 
license to said officer and write his name in the pres- 
ence of said officer to the end that he may thereby 
determine the identity of said licensee. Penalty, 
fine $10. 

19. No intoxicated person shall drive a motor 
vehicle. Penalty, $500 fine or imprisonment sixty 

20. No person shall drive a motor vehicle without 
the consent of_ the owner. Penalty, fine $500 or 
imprisonment sixty days. 



21. The owner of each and every automobile which 
shall be driven upon the public streets, public roads, 
turnpikes, parks, public parkways, public driveways 
or public highways in this State shall have the num- 
ber of the registration certificate, issued as in this 
act provided, upon both the front and _ back 
of every automobile, stationary, in a conspicuous 
place, at least fifteen inches and not more than 
thirty-six inches above the level of the ground, kept 
clear and distinct and clear of grease, dust or other 
blurring matter, so as to be plainly visible at all 
times during daylight; such numbers to be separate 
Arabic numerals and not less than four inches in 
height, the strokes to be in width not less than one- 
half an inch; and there shall not be placed upon the 
front or rear of said vehicle any other numbers ; and 
when the number of the registration certificate shall 
include a letter or letters, such letter or letters are 
to be not less than four inches in height and the 
strokes to be not less than one-half of an inch in 
width. Penalty, fine $100. 


22. (1) Drivers of motor vehicles, whether of 
burthen or pleasure, using any of the turnpikes or 
public roads in this State, when met by another 
motor vehicle, or by a carriage, sleigh, or sled, shall 
keep to the right, and when overtaken by another 
motor vehicle, carriage, sleigh or sled they shall like- 
wise keep to the right, so as in both cases to permit 
such motor vehicle, carriage, sleigh or sled, either 
met or overtaken, to pass uninterrupted. Penalty, 
fine, $25. 

(2) No owner or purchaser or driver of a motor 
vehicle who shall have complied with the require- 
ments and provisions of this act shall be required 
to obtain any other license or permit to use or 
operate the same, nor shall such, owner or purchaser 
or driver be excluded or prohibited from or limited 
in the free use thereof, nor limited to speed upon 
any public street, avenue, road, turnpike, driveway, 
parkway or other public place, at any time, when 
the same is or may hereafter be opened to the use 
of persons having or using other carriages, nor be 
required to comply with other provisions or condi- 
tions as to the use of said motor vehicle, except as in 
this act provided ; provided, however, that nothing 
in this section contained shall be construed to apply 
to or include any speedway created and maintained 
in pursuance of an act of the Legislature of the 
State of New Jersey entitled "An act to provide for 
the construction and maintenance of speedways in 
the counties of this State," approved March nine- 
teenth, one thousand nine hundred and two; nor to 
any parks or parkways created and maintained in 
accordance with an act of the Legislature or the 
State of New Jersey entitled "An act to establish 
public parks in the counties of this State and to 
provide for the acquirement, improvement and regu- 
lation of the same," approved March twentieth, one 
thousand nine hundred and one. No city, town, 
township, borough or other municipality shall have 
power to make any ordinance, by-law or resolution 
limiting or restricting the use or speed of motor 
vehicles, and no ordinance, bv-law or resolution 
heretofore or hereafter made by any city, town, 
township, borough or other municipal or local 
authority by whatever name known or designated in 
respect to or limiting the use or speed of motor 
vehicles shall have any force, effect or validity. 

(3) No person shall drive a motor vehicle upon 

any public street, public highway, public road, public 
parkway, turnpike or public driveway in this State 
m a race or on a bet or wager. Penalty, $100 ana 
license revoked. 

(4) Every driver of a motor vehicle after knowingly 
causing an accident by collision or otherwise knowing- 
ly injuring any person, horse or vehicle shall forthwith 
bring his motor vehicle to a full stop, return to the 
scene of accident and give to any proper person de- 
manding the same his name, the number of his 
driver's license and the registration number of the 
motor vehicle, and the names and residences of each 
and every male occupant of said motor vehicle. 
Penalty, $250.00 or imprisonment thirty days. 


23. The following rates of speed may be main- 
tained, but shall not be exceeded, upon any public 
street, public road or turnpike, pubHc park or park- 
way, or public driveway, or public highway, in this 
State by anyone driving a motor vehicle. 

(1) A speed of one mile in seven minutes upon 
the sharp curves of a street or highway or when 
turning a corner, and a speed of one mile in four 
minutes at the junction or intersection of a prom- 
inent cross-road where such a street, road or highway 
passes through the open country. The term "open 
country" meaning where houses are an average 
more than one hundred feet apart. 

(.2) A speed of one mile in five minutes where 
such street or highway passes through the built-up 
portion of a city, town, township, borough or village 
where the houses are an average less than one hun- 
dred feet apart. 

(3) A speed of one mile in four minutes within two 
hundred feet of any horse or other beast of draught 
or burden upon the same street or highway, provided, 
however, that such speed not exceeding twenty miles 
per hour, shall be lawful in the open country, as may 
be necessary in order to pass a vehicle traveling in 
the same direction, but the speed shall be diminished 
forthwith if necessary to comply with the provisions 
of this act. 

(4) ^Isewhere and except as otherwise provided 
in suboivisions one, two and three of this section 
a speed of one mile in three minutes; provided, how- 
ever, that nothing in this section contained shall 
permit any person to drive a motor vehicle at any 
speed greater than is reasonable, having regard to 
the traffic and use of highways, or so as to endan- 
ger the life and limb or to injure the property of 
any person; and it is further provided, that nothing 
in this section contained shall affect the right of 
any person injured, either in his person or property, 
by the negligent operation of a motor vehicle to sue 
and recover damages as heretofore ; and pi ovided 
further, that the foregoing provisions concerning the 
speed of motor vehicles shall not apply to any 
speedway built and maintained for the exclusive 
use of motor vehicles, if the said speedway at no 
point crosses any public street, avenue, road, turn- 
pike, driveway or other public thoroughfare or any 
railroad or railway at grade, the said speedway hav- 
ing been constructed with the permission of the 
commissioners or the board of freeholders, as the 
case may be, of the county or counties in which 
said speedway shall be located; and provided fur- 
ther, that every person driving a motor vehicle 
shall, at request or upon signal by putting up the 
hand or otherwise from a person riding or driving 
a horse or horses in the opposite direction, cause the 
motor vehicle to stop and remain stationary so long as 
may be necessary to allow said horse or horses to 

24. If a physician shall have his motor vehicle 
stopped for exceeding the speed limit while he is 
in the act of responding to an emergency call^ the 
registration number of the vehicle and the driver's 
license number may be inspected and noted, and the 
physician shall then be allowed to proceed in the 
vehicle to his destination, and subsequently such 
proceedings may be taken as would have been 
proper had the person violating the provisions as 
10 speed not been a physician. 

25. Motor vehicles belonging to the military estab- 
lishment, while in use for official purposes in time 
of riot, insurrection or invasion, are exempt from 
the provisions of this act pertaining to speed. 


26. (1) A comolaint having been made in writing 
and duly verified, that any person has violated any 
of the provisions of this act, any magistrate of the 
county or recorder or police magistrate of any muni- 
cipality in which the offense is committed may, 
within thirty days after the commission of said 
offense, issue either a summons or a warrant directed 
to any constable, police officer, the inspector of motor 
vehicles or the commissioner of motor vehicles of this 
State, for the appearance or arrest of the person so 
charged ; and the magistrate shall state what section 
or provision of this act has been violated by the de- 
fendant, and the time, place and nature of said viola- 
tion, and upon the return of said summons or 
warrant, the said magistrate shall proceed, in 
a summary way, to hear and determine the guilt or 
innocence of such person, and, upon conviction, may 
impose upon the person so convicted the penalty, 
by this act nrescribed, together with the costs of 
prosecution for such offense. 

(2) Such magistrate, upon receiving complaint 
in writing, duly verified, of the violation of any 
provision of this act by any corporation, is hereby 
authorized and required to issue a summons directed 
to any constable, police officer, the inspector of motor 



vehicles, or the commissioner of motor vehicles, of 
this State, requiring such corporation to be and ap- 
pear before said magistrate on a day therein named, 
to answer to said complaint, which said summons 
shall be served on the president, vice-president, 
secretary, superintendent or manager of such cor- 
poration, or the agent upon whom other process 
against it may be served, at least five days, before 
the time of the appearance mentioned therein, and 
thereafter all proceedings shall be the same as against 
individuals, except where a different procedure is 
provided by this act. 

27. Any hearing to be held pursuant to this act 
shall, on the request of the defendant be adjourned 
for a period not exceeding thirty days ^'onj^the le 
turn day named in any summons, or from the retmn 
of any warrant, or from the date of any arrest with- 
out warrant, as the case may be, b^t ^n such case 
it shall be the duty of the magistrate to detain the 
defendant in safe custody, "^^^^^ ^^^ ^^,f c^.fe o^ 
cash deposit or enter into a bond to the btate ot 
New Jersey, with at least one sufficient surety (unless 
said defendant shall himself qualify and Justify in 
real estate, security situated in this State m twice the 
amount fixed by said magistrate ^o'^ bond with a 
suretv). to or in an amount not exceeding five hun- 
dred dollars, conditioned for his appearance on the 
day to which the hearing may be adjourned, and 
thence from day to day, until the case is disposed of, 
and such boncf, if forfeited, may be Prosecuted by 
the commissioner of motor vehicles m anv court o 
competent jurisdiction; and such cash deposit, if 
forfeited, shall be paid to said commissioner of niotor 
vehicles by said magistrate with whom the same 
Shall have been deposited, to be by said commissioner 
disDOsed of as are other moneys coming into his 
hands under the provisions of section thirty-seven o 
this act; provided, however, that in lieu of said bond 
or cash deposit, the person ""der arrest may leave 
with the magistrate the motor vehicle owned or driven 
by the said person. • ■ *. j 

28. The defendant in any proceeding instituted 
under this act may appeal from the Judgment or sen- 
tence of the magistrate to the Court of Common 
Pleas of the county in which such proceeding shaU 
have taken place; provided the f^^d defendant shall, 
within ten <fays after the date of said lodgment, de^ 
liver to the magistrate a bond to the State of Mew 
llrsey with at least one sufficient surety, or make, a 
iash deposit with him of such ^^^^^^ as the magis- 
trate shall direct, not exceeding the ^.^"""^ o $500 
(unless said defendant can himself qualify and justify 
in real estate security in this State m twice said 
amount), conditioned to stand to and abide by such 
further order or judgment as may thereafter be made 
against the said party; and provided fu^th^J'Jbat 
if the said iriagistrate shall have imposed a sentence 
of imprisonment, the defendant, if he does not duly 
appeal, shall be imprisoned forthwith upon the im- 
posing of said sentence, but that an appeal, properly 
taken in accordance with the provisions of this act, 
shall be a stay of and upon the enforcement of a 
sentence of imprisonment, whether the execution ot 
such sentence shall have been entered upon or not, 
as well as of such other judgment as may be pro- 
nounced ; and, provided further, that in hfu of the 
appeal bond in this section specified, and of the cash 
deposit therein provided for. the defendant may leave 
with the magistrate the motor vehicle owned or 
operated. by the said defendant; and, provided, fur- 
ther that if said defendant shall, after the rendition 
of said judgment or sentence, announce to said magis- 
trate his intention to appeal therefrom, and either 
give the bond, make the deposit, or leave the motor 
vehicle as herein provided, he shall have ten days 
from the date of the rendition of said judgment or 
sentence within which to complete his appeal, during 
which said ten days the execution of whatever sen- 
tence or judgment shall have been rendered, whether 
of imprisonment or fine, shall be sta-ed, and in case 
said defendant shall fail to complete his appeal within 
said ten days, the like proceedings may be had as 
would by the provisions of this act follow an appeal 
taken and a judgment of affirmance thereupon. 

29. Whenever an appeal shall be taken as afore- 
said it shall be the duty of the magistrate to send 
all papers and all money, if any deposited according 
to the provisions of this act, and all money paid for 
costs of prosecution, together with a transcript of 
the proceedings in the case, to the next Court of 
(Common Pleas of the said county, which court shall, 
denovo, and in a summary way, try and determine 
all such appeals, and in case the judgment or sen- 
tence of the magistrate shall be reversed on such 
appeal, the said (Common Pleas Court shall order the 
return of all money deposited as aforesaid, and all 
costs of prosecution paid by said defendant to said 

30. proceedings under this act may be instituted 
on any day of the week, and the institution of such 
proceedings on Sunday shall be no bar to the suc- 
cessful prosecution of the same : and any process 
served on Sunday shall be as valid as if served on 
any other day of the week. 

31. All proceedings for the violation of the pro- 
visions of this act shall be entitled and shall run 
in the name of the State of New Jersey, with the 
commissioner of motor vehicles or a motor vehicle 
inspector, or a police officer, or a constable, or such 
other person as shall by complaint institute the 
proceedings as prosecutor; and any magistrate may, 
at his discretion, refuse to issue a warrant on the 
complaint of any person other than the commissioner 
of motor vehicles or a motor vehicle inspector, until 
a sufficient bond to secure the costs shall have been 
executed and delivered to the said magistrate. 

32. (1) Any constable, or police officer, or motor 

vehicle inspector or the commissioner _ of motor 
vehicles is hereby authorized to arrest without war- 
rant any person violating in the presence of such 
constable, or police officer or motor vehicle inspector 
or the commissioner of motor vehicles any of the 
provisions of this act, and to bring the defendant 
before any magistrate of the county where such 
offense is committed. The person so offending, shall 
be detained in the office of the magistrate until the 
person making such arrest shall make oath of affirma- 
tion, which he shall do forthwith, declaring that the 
person under arrest has violated one or more of the 
provisions of this act, and specifying the provision 
or provisions violated, whereupon said magistrate 
shall issue a warrant returnable forthwith, and the 
said magistrate shall proceed summarily to hear or 
postpone the case as provided in sections twenty-sis^ 
and twenty-seven of this act. 

(2) Any person arrested for a violation of the pro- 
visions of this act shall, upon demand for the magis- 
trate hearing the complaint against said person, pro- 
duce his license for inspection, and if said person 
shall fail to produce his license, or to give a satis- 
factory excuse for its non-introduction, he shall, in 
addition to any other penalties imposed by said 
magistrate, be subject to a fine of not more than 
twenty-iive dollars. 

33. A summons or warrant issued by any magis- 
trate in accordance with the provisions of this act, 
shall be valid throughout the State, and any ofHcer who 
has power to serve the said summons or to serve said 
warrant and make arrest thereon in the county where 
the same shall have been issued, shall have like power 
to serve said summons and to serve said warrant and 
make arrest thereon in any of the several counties of 
this State. If any person shall be arrested for a viola- 
tion committed in a county other than that in which 
the arrest shall take place, the person so arrested 
may demand to be taken before a magistrate of the 
county in which the arrest may have been made for 
the purpose of making a cash deposit, or of entering 
into a recognizance with sufficient surety; where- 
upon the officer serving the said warrant shall take 
the person so apprehended before a magistrate of 
the county in which the arrest shall have been made, 
who shall thereupon fix a day for the matter to be 
heard before the magistrate issuing the said warrant, 
and shall take from the person apprehended a cash 
deposit or recognizance to the State of New Jersey 
with sufficient surety or sureties for the appearance 
of the said person at the time and place designated 
in accordance with the provisions of section twenty- 
seven of this act ; the cash deposit or recognizance 
so taken shall be returned to the magistrate issuing 
the warrant, to be retained and disposed of by him 
as by this act provided. 

34. The same fees shall be allowed the magistrate 
and officers making an arrest or serving a summons 
in proceedings under this act as are allowed for like 
services in the small cause court, and shall be paid 
by the defendant if the defendant be found guilty of 
the charge laid against him, but if an appeal on said 
judgment be reversed, said costs shall be repaid to 
said defendant as hereinbefore provided. If the de- 
fendant be found not guilty of the charge or charges 
laid against him, then the costs must be paid by the 
prosecutor, except that when in such instances the 
commissioner of motor vehicles, or the inspector of 
motor vehicles, shall have been the prosecutor, then 
the costs laid upon the prosecutor shall be paid by 
the commissioner of motor vehicles from the moneys 
remaining in his hands from the payment of registra- 
tion fees, license fees or otherwise. In case of the 
reversal of any judgment on appeal, the costs of the 
magistrate and on appeal shall be borne by the un- 
successful party. 


35. Any person who shall be convicted of violating 
the provisions of this act shall be subject to a fine 
not exceeding one hundred dollars; in default of the 
payment of such fine there shall be imposed an im- 
prisonment in the county jail for a period not ex- 
ceeding ten days; provided, that any offender shall 
be convicted of a second offense of the same viola- 
tion may be fined in double the amount herein pres- 
cribed for the first offense, and may, in default of 
the payment thereof, be punished by imprisonment 
in the county jail for a period not exceeding twenty 
days; provided, further, that the penalties above pre- 
scribed shall not apply to the display of a fictitious 

Any person convicted of displaying a fictitious 
number as prohibited by section fifteen, or of violat- 
ing the provisions of sections seventeen, nineteen or 
twenty of this act, shall be subject to a fine not ex- 
ceeding five hundred dollars, or to imprisonment in 
the county jail for a period not exceeding sixty 

Any person who shall be convicted of a violation 
of subdivision four of section twenty-two of this act 
shall be subject to a fine not exceeding two hundred 
and fifty dollars or to imprisonment in the county jail 
for a period not exceeding thirty days. 

Any person who shall be convicted of the violation 
of section sixteen of this act shall be subject to a 
fine not exceeding one hundred dollars. 

Any person who shall be convicted of the violation 
of subdivision three of section twenty-two, or of 
section twe-ity;three cf this act, shall for the first 
offense be subject to a fine not exceeding one hun- 
dred dollars; in default of the payment of such fine 
there shall be imposed an imprisonment in the county 
jail for a period not exceeding ten days; provided 
that any offender who shall be convicted of a second 
or any subsequent offense of the same violation may 
be fined double the amount herein prescribed for 

the first offense, or imprisoned in the county jail for 
a period not exceeding twenty days, and in addition 
to such penalties the license of said offender shall 
be revoked ; provided further, that nothing herein 
contained shall prevent a revocation of license for 
the first offense or for the violation of any other 
provision of this act. 

Any person who shall be convicted of violating any 
of the following-named provisions of this act shall be 
subject to the penalties herein specified. 

Of sections three, four or eighteen, a fine not ex- 
ceeding ten dollars. 

Of section six a fine not exceeding fifty dollars. 

Of subdivision one of section twenty-two a fine 
not exceeding twenty-five dollars. 

36. It shall be lawful for a magistrate before whom 
any hearing under this act shall be had, to revoke 
the license of any person to drive motor vehicles 
when such person shall have been guilty of such will- 
ful violation of the provisions of this ,act_ as shall in 
the discretion of fffk said magistrate justify such re- 
vocation, but the appeal of the matter to the Court of 
Common Pleas shall act as a stay upon the said revo- 
cation and the Court of Common Pleas upon the 
appeal of the said matter shall have the power to 
void the said revocation; and the commissioner of 
motor vehicles shall at all times have the power to 
validate a license that has been revoked, or to 
grant a new license to any person whose license 
to drive motor vehicles shall have been revoked. 

It shall be lawful for the justice of the Supreme 
Court holding the circuit in each of the counties of 
this State, upon application made to him by a veri- 
fied petition for that purpose and by any person 
against whom a judgment or sentence for the viola- 
tion of any of the provisions of this act shall have 
been rendered, who may desire to have the legality 
of his conviction reviewed or the reasonableness of 
the sentence or penalty imposed, to order the said 
complaint, process, proceedings, evidence and record 
of conviction to be forthwith brought before him, 
that the legality of such proceedings and sentence, 
or judgment, or the reasonableness^ of the sentence 
or penalty may be summarily reviewed and deter- 
mined; and if such proceedings and sentence or 
judgment shall thereupon be found to be illegal, or 
the sentence or penalty be unreasonable, forthwith 
to set aside the same and to order the remission or 
reduction of any fine and costs 1^at may have heen 
imposed or the discharge of any offender from cus- 


_ 37. Moneys received in accordance with the pro- 
visions of this act, whether from fines, penalties, 
registration fees, license fees or otherwise, shall be 
accounted for and forwarded to the commissioner 
of motor vehicles, and by him paid over to the 
Treasurer of the State of New Jersey to be appro- 
priated annually to the Commissioner of Public 
Roads, to be used as a fund for the repair of the 
improved roads throughout the State, and to be 
by the said commissioner apportioned once each 
year among the several counties of this State ac- 
cording to the mileage of improved roads in each 
county, the share apportioned each county to be 
used for the repair of improved roads in the county 
under the direction of the Commissioner of Public 
Roads or his authorized representatives, and to be 
paid in the same manner as State funds are paid for 
the improvement of the public roads under the act 
entitled "An act to provide for the permanent im- 
provement of public roads in this State." 

38. The Commissioner of Public Roads shall be 
authorized, and full power and authority are hereby 
given to him to have erected at such points through- 
out the State as to him shall seem necessary, cau- 
tionary warnings of dangerous crossings, steep de- 
clivities or other irregularities or perils of the road- 
way, at a cost, however, not to exceed, in the ag- 
gregate, three thousand dollars. 

39. When any motor vehicle shall have been de- 
posited under this act in lieu of bond, the said motor 
vehicle shall be held the property of the State of 
New Jersey, subject to the same conditions as would 
govern the bond under like circumstances, and may 
be redeemed by the person depositing the same 
upon the delivery of the requisite bond or upon 
paying such fine and submitting to such penalty as 
may be imposed; and unless the motor vehicle so 
deposited in lieu of bond shall be redeemed within 
ten days next following the date of the final de- 
termination of the matter, it shall be lawful for the 
commissioner of motor vehicles to sell the same at 
public auction and apply the net proceeds of said 
sale (the expenses of the matter having been de- 
ducted), as set forth in section thirty-seven hereof. 

40. In case for any reason any section or any 
provision of this act shall be questioned in any 
court, and shall be held to be unconstitutional or 
invalid, the same shall not be held to affect any other 
section or provision of this act. 

41. This _ act shall take effect on July first, one 
thousand nine hundred and six; provided, however 
that the organization of the department of motor 
vehicle registration and regulation shall be effected 
forthwith, and the registration of motor vehicles 
and licensing of drivers hereunder mav be permitted 
for the convenience of owners and drivers of motor 
vehicles at such earlier date than the said July 
first, one thousand nine hundred and six, as the 
commissioner of motor vehicles may designate. 

42. Nothing in this act shall be construed to give 
jurisdiction t9 justices of the peace in any city hav- 
ing a police justice or recorder's court. 

43. All acts and parts of acts contrary to and 
inconsistent herewith are hereby repealed. 

The Bicycling World 


Volume LIII. 

New York, U. S. A., Saturday, May 19, 1906. 

No. 8 


Persons Proves that it is Practicable — Gets 
Worcester Dealers to Pool Issues. 

Where the will exists there's a way for 
bicycle dealers of any community to help 
themselves. The one thing that is required 
is that the man possessed of the will shall 
go out and "do things." 

C. A. Persons, president of the Persons 
Mfg. Co., of Worcester, Mass., is one of the 
men built on that plan. He recently be- 
came possessed of the idea that if bicycle 
dealers were unable individually to stand 
the expense of a season's advertising there 
was a way to co-operatively obtain the de- 
sirable benefits of publicity. To convince 
himself that the plan was feasible, he tried 
the experiment in his native town. 

His idea of this co-operative advertising 
was to advertise no particular bicycle, but 
bicycles and cycling in general. To that 
end, he devised the advertisement entitled 
"A Wise Man's E.xperience!" which is 
printed on another page, and which shows 
in e.xact figures the time and the car-fares 
that may be saved by the use of a bicycle. 
With a subscrij)tion list and a proof of the 
advertisement he then went among the local 
tradesmen interested in bicycles, and while 
in several instances it took some tall talking 
to carry conviction, he had no great trouble 
in obtaining subscriptions to the amount of 

He then contracted with two of the Wor- 
cester afternoon papers to publish the card 
three times per week on their front pages, 
the sum being sufficient to assure its ap- 
pearance until September next. It was so 
arranged with the papers that no bicycle 
advertisement is to be placed next to this 
particular bit of publicity. As will be noted, 
no man's name is attached to the announce- 
ment, and no particular bicycle is men- 

It goes without saying that the advertise- 
ment will be changed from time to time, 
and in each instance some special benefit of 
the bicycle will be emphasized. 

Mr. Persons has had SO electrotypes made 
of the "Wise Man's Experience," and is 
quite ready to supply them at cost, 30 cents 

each, to any dealer or collection of dealer.= 
who may desire to make use of them. 

The good effects of the advertisement, it 
is stated, are already being felt by the Wor- 
cester dealers. There is no room for doubt 
that what Persons did in that city, any other 
energetic man in any other place can do. 
It is co-operation of the sort that is well 
worth while, and the amount involved when 
distributed among a number of dealers is 
so small as to be insignificant. 


England's Immense March Exports. 

England's cycle exports during the month 
of March last attained a total of £106,764, 
being the best March shipments since 1897. 
They included no less than 6,263 complete 
machines, valued at £37,105, as against only 
4,063 and £25,869 respectively in the same 
month of 1905. The exports of parts also 
increased from £53,349 to £69,659. South 
Africa's share of the March shipments was 

The aggregate exports from the United 
Kingdom during the three months ending 
with March comprised 17,448 complete ma- 
chines, valued at £100,248, plus £213,050, 
which gives a total of £313,298, comparing 
with only £226,758 in the corresponding 
period of last year and £190,048 in the 
first quarter of 1904. 

How the Wrench got its Name. 

Nothing is more amusing than to ferret 
out the names of some of the commonest 
utilities of life and discover that in the 
original they were far from what they now 
are supposed to be. Thus, the monkey 
wrench, which from its name is ordinarily 
supposed to have been so termed after its 
inventor, Charles "Moncky," who disposed 
of his patent for some $2,000 and outlaid 
the cash in Brooklyn real estate many years 

The Retail Record. 

Traverse City, Mich. — J. W. Houghton 
and George Manning, new store. 

Indianapolis, Ind. — Sears Bros. Co., 809 
Massachusetts avenue; fire; loss about $500. 

Savannah, Ga. — Henry P. Thompson and 
C W. Gasque, under firm name, Thompson 
& Co.; new store. 

Branch there will not be Re-established— 
Decision Reached Before the Disaster. 

In the reconstruction of San Francisco 
there will be one notable bicycle estab- 
lishment that will be missing, that of the 
Pope Mfg. Co.; it will not be continued. 

The branch and its effects were com- 
pletely wiped out by the fire that followed 
the earthquake, but as a matter of fact the 
disaster had nothing to do with the Pope 
decision to discontinue direct factory rep- 
resentation on the Pacific coast, and to 
transfer their agencies to local houses. This 
conclusion had been reached previous to 
the catastrophe, but the latter, of course, 
has greatly, if expensively, simplified the 

Col. George Pope, treasurer of the Pope 
Mfg. Co., leaves this week for San Fran- 
cisco to settle the matter of insurance, and 
also to wind up the other affairs of tht 

P. H. Bernays, who has been the Pope 
manager on the coast for very many years, 
handling both their bicycles and their motor 
cars, will be retained by the company until 
everything is thoroughly liquidated, but 
just who will secure the Pope agency is 
among the things to be determined, al- 
though in a retail way C. C. Hopkins has 
been handling certain of the Pope lines. 

Best Season in Baltimore. 

"This is the best spring season in bicycles 
and motorcj'cles that we have had since the 
palmy days of 1896 and the business is still 
coming good," is the cheering report from 
Howard A. French & Co., Baltimore, Md., 
who add: "We agree with the Bicycling 
World regarding high grade bicycles and 
only wish the cheap trash could be pushed 
off the earth." 

BilUngs & Spencer to Enlarge. 
The Billings & Spencer Co., the Hartford 
drop forgers, have purchased two plots of 
ground on which will be erected a large 
addition to their present plant; the plans, 
however, are not yet wholly complete. 



Factors that Influence Success — Four Steps 
up which Purchasers must be Lead. 

"Nowadays we know that the old idea, 
that either the seller or the buyer must 
lose on every transaction is false. We ex- 
pect the seller to make a fair profit, and we 
know that unless the buyer makes gains 
through the transaction, he will not again 
be a purchaser. If the seller is obviously 
disposing of his goods at a loss, the sus- 
picions of the buyer are at once aroused. 
Anybody can give things away; a salesman 
is one who can not only sell goods at a 


knocker and it is at once disposed to be 
unfriendly to him. This does not mean that 
a salesman should not compare his goods, 
as to quality, price, etc., with those of his 
competitors, but it does mean that he will 
do so, if at all, fairly and squarely. One of 
the fine things that comes into the life of 
a salesman who is not only a man of char- 
acter, but a man of pleasing address and an 
attractive personality, is the friendships he 
forms with the best men with whom in his 
work he comes in contact. Many are the 
profitable and pleasant hours he spends 
with such companions. And it is out of 
such friendships that business is gained, for 
it is human nature for us to assist our 
■ f i-iends. 

The Worcestet Dealers' Co-opctative Advertisement. 

A Wise Man's Experience! 

fought new bicjrcle. 

S40 00 Saved car fares 20c. a day, 25O 

4 60 days a year for 4 years. $200 00 

Time saved, I hour a day. 250 
days a year. 4 years @ 20c. 
an hour 200 00 

Sold bicycle for 15 00 

84IS 00 

44 60 

Profit on investment in bicycle. 

S370 40 

A«-e you working for yourself and family or the street railways? 

fair profit, but who can make regular cus- 
tomers for his house," says Valve World. 
"The successful salesman of to-day is a 
man whose methods and point of view are 
in accord with the high requirements placed 
upon him by the community with whom he 
deals. He must be a man of judgment and 
intelligence. He must be a man of decency, 
for he deals with decent people. He must 
be honest and frank, for these are qualities 
which men of character demand of those 
with whom they associate. The salesman 
must have good health, without which his 
mind will not be alert, and the man himself 
will be nervous and crabbed. 
\ "The salesman must be an enthusiast, not 
in the emotional sense, but he must know 
he has a meritorious article, and be eager 
for others to appreciate its excellence. This 
is the enthusiasm of conviction. Then the 
salesman must be aggressive, looking upon 
obstacles and rebuflfs as opportunities given 
him to show the stuff he is made of; in 
other words, he must be a man of mental 
vigor and courage. He must keep awake. 
This is not a time for Rip Van Winkles. 
" 'No knocking of competitors' goods,' 
should be the motto of every salesman who 
hopes to succeed, for the world despises a 

"The salesman can never meet with a 
large measure of success until he knows 
men. No two men can be approached in 
exactly the same way. It is certainly a wise 
provision of nature that we intuitively adapt 
our speech and manner to those with whom 
we are brought in contact, unless we de- 
liberately make an effort to treat all comers 
alike. Here arises the question of the value 
of set speeches in presenting goods, a 
method of salesmanship which probably had 
its origin in the subscription-book business. 
The average salesman memorizes a little 
story and recites it to any one who will lis- 
ten. Yet in presenting a complicated article 
this method has the merit of affording a 
means of concisely and succinctly given full 
information. But it does not in any way 
relieve the salesman of the necessity of 
having an intimate knowledge of the goods 
he is pushing. 

"That the salesman should be able to pre- 
sent reasons as to cost, durability, utility, 
etc., why his article should be bought, goes 
without saying, yet the relative importance 
of these reasons depends entirely upon the 
customer and his object in making a pur- 
chase. To one man price is of no object. 
To another price is the prime object, qual- 

ity being of secondary consideration. As 
a general statement the world wants reas- 
ons, and wants them presented logically and 
pointedly. Many salesmen are much more 
familiar with the intrinsic merits of the 
article they are pushing than with the uses 
to which it may be put — a decidedly import- 
ant feature in that such a knowledge fre- 
quently enables the salesman to suggest 
economies which would be made possible 
through the use of his article. 

"That these requirements are more or 
less ideal is freely admitted, but they are in 
the direction in which the salesman should 
endeavor to grow; and there is just the pith 
of the matter, for by intelligent endeavor a 
man can make himself almost what he wills. 
Of course he cannot make himself grow 
tall or short, or have black eyes instead of 
blue eyes, but our physical appearance, 
which is largely beyond our control, unless 
bearing the tell-tale marks of dissipation, 
plays a small part in our life compared 
with the leading roles taken by those quali- 
ties over which our will has dominion. 

"There are four steps through which the 
mind of the purchaser must be led. First, 
his attention must be gained. There is no 
use talking to a man who is intent on some- 
thing across the street or who is in the 
midst of a newspaper article which he goes 
on reading. The attention accorded de- 
pends largely upon the personal appearance 
and manner in which the salesman presents 
himself. Here is where character, the abil- 
ity to look a man square in the face and 
gain his recognition play an important part. 
After the attention is gained, the customer 
must be interested in the subject matter of 
the proposed sale. Usually a man is most 
interested when shown that he can profit 
by making a purchase. After his interest is 
aroused, the next step is by arguments 
adapted to the particular case to lead him 
to desire to possess the article, the merits 
of which are being presented. Then he 
must be able to make up his own mind, to 
decide and to say that he will purchase. 

"Now, advertising, or 'salesmanship-on- 
paper,' may be used with the idea of carry- 
ing the mind of a prospective customer 
through all these four stages. Above all, 
the salesman should know what articles are 
being advertised by his house, and what 
statements are being made in regard to 
them, for ignorance in regard to such mat- 
ters puts the salesman in a bad light and 
tends to weaken the respect which a cus- 
tomer should have for him and his firm. 

"These are sound principles and should 
be of much value to anybody who sells 
goods, be he a traveling salesman selling 
the retailer, or a clerk in a retail store. In 
this day and age the salesman must know 
his business." . 

Crouch was $35 too High. 

The price of the Crouch 3 horsepower 
motor bicycle, made by the Crouch Motor 
Co., Stoneham, Mass., is $165; in the 
Bicycling World oi May 5th, $200 was the 
figure given. , . - 




Travels the Four Cycles but Only One 
Revolution — Good Results Obtained. 

stationary piston, which is made gas-tight 
in the cylinder by packing rings near its 

Application of the modern gasolene motor 
,to such a variety of purposes where light 
weight is paramount, has been respon- 
sible for the creation of many changes 
not have come about, and it is noticeable 
that the enclosed flywheel type generally 
employed on the motor bicycle has most 
■frequently been adopted. It has also 
been responsible for the production of 
some motors of a very uncommon 
-type such as the Tygard, says the 
iVmerican Machinist. This motor is re- 
markable for the fact that, though employ- 
ing the Beau de Rochas or four-stroke 
■Cycle, and having but one piston, one im- 
pulse per revolution is obtained, without 
having recourse to piston rod stuffing 
boxes; and also for its low weight per 
horsepower despite its strong and substan- 
tial construction. 

. The details of its peculiar design as well 
as its cycle of operations will be clear upon 
referring to the accompanying illustrations, 
"which are two lingitudinal sections. Fig. 
1 being a section through the axis of the 
shaft, and Fig. 2 a section on a plane at 
right angles to the first. In addition, Fig. 3 
sho'ws the valve on a larger scale; this cut 
being made from a sketch of a valve differ- 
ing a little from the one shown in the en- 
gine. The first engine built was formed 
by removing from the crank-case or base 
of a 3 horsepower De Dion-Bouton motor 
its water-cooled cylinder and bolting to 
the same base the cylinder end of the Ty- 
gard motor, the result of the change being 
to leave the weight of the engine at 100 
pounds, while the horsepower was increased 
to six. The present stock engine has the 
same total weight, viz., 100 pounds, delivers 
8 brake horseiiower (hence its weight per 
horsepower is 12j^ pounds), it has an 
aluminum exterior casing, a cylinder dia- 
meter of 3 inches, stroke 3^4 inches and the 
distance from center of shaft to top of 
case is 245^ inches. 

The first striking thing about the mechan- 
ical construction of the Tygard engine is 
that the piston is fixed and the cylinder 
moves. The divided shaft, cranks and con- 
necting-rod do not differ materially from 
those usual with the gasolene engines of 
automobiles and motorcycles. In the de- 
scription which follows the engine is re- 
garded as a vertical. A is the frame of the 
engine, B is the cylinder, made in top and 
bottom halves, held together by bolts C. 
Into the lower half of the cylinder is fixed 
the wrist pin, passing through the upper 
end of the connecting-rod. This end of the 
cylinder is enlarged to slide in the frame A 
and acts as a cross-head, taking the side- 
thrust of the connecting-rod, so that this 
thrust does not cause a side pressure be- 
tween the piston and the cylinder, D is the 

one rotary valve of the engine, which per- 
forms all the functions of the collection of 
poppet valves, cams, gears, springs, etc., 
usual on a hydro-carbon motor. Within 
one of the hollow lugs is also located the 
one spark plug, which gives the ignition 
for both the upper and lower combustion 
spaces. These combustion spaces, as is 
pretty evident, are formed between the 
upper and lower heads, respectively, of the 
moving cylinder and the central fixed pis- 
ton; the piston itself is hollow and the cyl- 
inder heads are introverted or formed with 
projections into the piston approaching 
close to its central body. The inlet and out- 
let to each of these combustion spaces are 
through ports (F and G) cut through each 
piston face into a valve-seat located in a 
bore extending completely through the pis- 
ton and lugs on each side of it; into this 
seat is fitted a plug valve H having a small 
amount of taper. This valve is a hollo-w 
gray-iron shell with ports which communi- 
cate alternately with the fuel supply and 
with the exhaust outlet. It is continuously 
rotated at one-half the speed of the crank- 
shaft by a silent chain drive, the sprocket 
wheels J and K of which are visible in the 

uper and lower edges. In order to support 
the piston the cylinder has, on each side, a 

slot near its middle, and through this slot 
project out the lugs E of the piston, which 

If the Piston Works Stiffly. 

Occasionally when the engine has been 
run for some little time at high speed, and 
has become pretty hot, it is found after it 
has had an opportunity to cool off, that the 
piston is moving so stiffly that to all ap- 
pearances it would 'seem -that it had 
seized against the walls. Under such cir- 
cumstances, the novice is more than likely 
to conclude that great damage has been 
done, and to start to tear off the cylinder. 

Seldom will this be found necessary, how- 
ever, if he will but try flooding the bore 
with kerosene oil and turning the motor 
gently at first, and then more and more 
rapidly as it becomes limber, until the stiff- 
ness has entirely disappeared. What really 
has happened is that the ' oil has become 
charred from the excessive heat, and has 
adhered to the rings, clogging them in their 
slots, the thin film upon, the walls also 
having become much more viscous than 
it should be, from the same cause. The 
thin oil simply dissolves the coating, and 
removes it to the lower part of the case, 
whence, of course, it should be removed by 
a thorough flushing out, before new oil is 
put in. 

are firmly seated in the frame A. These 
lugs are hollow and form the seat for the 

How the Cut-out is Operated. 

In the new muffler cut-out which is being 
applied to the R-S motorcycles, ingenious 
use is made of the wire and lever and angle 
piece employed on the Standard two-speed 
coaster brake. The cut-out is a valve placed 
in the elbow connecting the exhaust pipe 
and muffler and by using the Standard parts 
with the lever attached to the top tube of 
the frame, it is operated by hand and, of 
course, without the necessity of removing 
either foot from the pedal. 



it finds the fame of 


more secure than ever. * 

National Bicycles have always been appreciated by the dealer or rider who knew what 
a really good bicycle ought to be and who were familiar with the splendid record 
of the National on road and track, and year after year. 

"A National Rider is Proud of his flount," is an oM adage. 
It's still trite and true. If not familiar with our latest 
models, we'll gladly inform you regarding them. 


If we are not represented in your locality we will he glad to hear from YOU. 

NATIONAL CYCLE MFQ. CO., = Bay City, Mich. 


and 45 per cent. Saving in Tire flaintenance o[the?verreHawe 

Flsk Bicycle or Motorcycle Tires 

Like all Fisk products, they have a Quality and a Construction that is 
exclusive — real merit — through and through — that makes their distinct su- 
periority apparent. 


THE FISK RUBBER CO., Chicopee Falls, Mass. 





Published Every Saturday by 


154 Nassau Street/ 


Subscription, Per Annum (Postage Paid) $2.00 

Single Copies (Postage Paid) ... 10 Cents 

Foreign Subscription $3.00 

Invariably in Advance. 

Postage Stamps will be accepted in payment for 
subscriptions, but not for advertisements. Checks. 
Drafts and Money Orders should be made payable to 

JSntered as second-class matter at the New York, 
N. Y., Post Office, September, 1900. 

General Agents: The American News Co., New 
York City, and its branches. 

ft^Change of advertisements Is not guaranteed 
unless copy therefor is in hand on MONDAY pre- 
ceding the date of publication. 

fii^Members of the trade are invited and are at 
all times welcome to make our office their head- 
quarters while in New York; our facilities and 
information will be at their command. 

To Facilitate Matters Our Patrons Should 
Address us at P. O. Box 649. 

New York, May 19, 1906. 

Why the Coaster Brake. 

Already is being harvested the crop of 
spring accidents answering unerringly the 
question Why the coaster brake? The oc- 
currences in New York alone on Sunday 
last constitute a vivid illustration of the 

©n that day one cyclist was killed, and 
three others more or less seriously injured; 
and in every instance the casualties were 
due to the use of brakeless machines. The 
man who was killed lost control of his 
bicycle while going down hill, and dashed 
into a telegraph pole. Two of the other 
unfortunates were coasting down hill when 
t'.ey lost control of their mount and to themselves turned sharply into the side 
of the road. The third accident was also 
due to coasting on a machine without a 
brake. It ran away, and to escape collision 
with a street car, the rider made a flying 
leap, with disastrous results. 

These accidents were the only ones that 
were reported in the public prints. How 
many more occurred — and usually they form 
by far the greater number — and are not 
recorded in the records at police stations 
or hospitals, it is impossible to say; but 
ihose cited are sufficient to make plain that 

there is still a large field for coaster brakes 
left untilled by local dealers; for what is 
true of New York is undoubtedly true of 
practically every other community. Such 
instances as those to which we refer pre- 
sent the strongest possible arguments why 
the coaster brake should be used and afford 
the very sort of reasoning that is needed 
and that the wideawake dealer can turn to 

The hand-brake would serve to prevent 
some of these accidents, but hand-brakes 
are so rare nowadays that they are seldom 
considered, nor do they permit of that safe 
position in coasting that is permitted by the 
coaster brake. The man with his feet off 
the pedals is always taking some risk, and 
the device, therefore, that serves to induce 
him to keep his feet where they belong is 
serving to better purpose. Backpedalling 
in a moment of danger is instinctive. The 
coaster brake is operated by backpedalling! 

While in talking of coaster brakes it is 
usually the fashion to decant on the pleas- 
ures of coasting, the safety contributed by 
that device is, if anything, of even greater 
importance. It is a lifesaver as well as a 
pleasure-promoter. The safety of it should 
not be lost sight of when promoting a sale. 
If there were more coaster brakes in use, 
there would be fewer scraped faces and 
broken bones. 

Statistics that Help Motorcycles. ■'^. 

Scarcity of statistics relating ito costs is ■ 
one of the things "that has served to make 
slower the progress of the motor bicycle 
in the field of actual utility. 

Practically speaking, authentic informa- 
tion of the sort has been unavailable, not 
because motorcycles have not been put to 
varied uses, but because those who have 
used them have not bothered with figures; 
they simply know that the little machine 
has performed cheaply and well the service 
required of it and have "let it go at that." 
There is no gainsaying, however, that the 
absence of such statistics is a drawback 
when it is sought to interest the disinterested 
merchant who desires to be "shown." Only 
in the most general way is it known how 
motorcycles compare with horses or with 
automobiles for commercial purposes. 

The telephone companies were among the 
first to realize the peculiar advantages which 
the motor bicycle held for certain of their 
requirements — chiefly inspection and repair 
work — but notwithstanding that some of 
the machines have been in use four years 
or more, information has been hard to ob- 

tain. The continued use of motorcycles has 
served as the most significant answer to 
questions that have arisen. But some light 
has been just shed on the advantages by 
one of the telephone companies in question 
—the North Illinois Telephone Co., whose 
headquarters are in Sandwich, III. They 
have summed up the case in unusually 
crisp fashion, thus: 

"Our territory comprises an area of about 
1,000 square miles. 

"The motorcycle is a unique departure 
from the old methods of transportation of 
'trouble chasers.' 

"Speed about 20 miles per hour on aver- 
age roads. 

"One man clears up what was previously 
work of three men and at a cost of but 25 
cents per day — or the cost of feed for one 

"Saves per day: 2 men, $5.00; 3 livery 
rigs, $4.50; 2 horse feeds, 50 cents; as we 
count one of the horse feeds as the cost of 
running the machine. 

"Have covered 100 miles a day and 
cleared up 25 cases of trouble. 

"Trouble is better cared for, as a run 
of 10 or 15 miles is now made for minor 
cases which were previously 'passed up.' 

"Collectors can also make twice as much 
territory as with a rig. 

"Fuel and maintenance costs about 30 
cents a day. 

"Ma.n can carry spurs, blocks, wire, test 
sets and dry batteries. 

."D6 not need anything more, as man 
call clear up 90 per cent, of trouble with 
what tools he can carry in his pocket. 

"Can use motorcycles here about 8 
months per year. 

"Better than automobiles, as in case of 
breakdown the engine can be detached and 
machine pedaled in." 

It is more facts and figures of this kind 
that are wanted. They "speak a piece" that 
can be spoke in no other way and serve to 
open avenues of utility that otherwise will 
long remain unopened. 

What Mr. Charles A. Persons has shown 
to be possible in the way of co-operative 
local advertising in Worcester, Mass., is 
as easily possible in any other city or town. 
One Persons in each place is all that is re- 
quired. Taking New York as an example, 
it is to be said that it is rather a scarry state 
of affairs that the only bicycle advertisers 
are of the cut price gentry who cry the 
cheapest of wares. And New York is not 
an isolated case. 




May 20— Valley Stream, L. I.— Century 
Road Club Association's fifteen mile handi- 
cap road race; open. 

May 25 — Victoria, B. C. — Motorcycle and 
bicycle races; open. 

May 30. — Detroit, Mich. — Detroit Wheel- 
men's annual twenty-five-mile handicap road 
race on Belle Island; open. 

May 30 — Washington Park, N. J. — Bicycle 
race meet; open. 

May 30— Chicago, 111.— Chicago Motor- 
cycle Club's race meet. 

May 30 — Spokane, Wash. — Spokane Ama- 
teur Athletic Club, track and road races. 

May 30 — Newark, N. J. — Eighteenth an- 
nual Irvington-Milburn twenty-five-mile 
handicap road race; open. 

May 30— Salt Lake City, Utah.— Opening 
race meet Salt Palace saucer, and annual 
twenty-five-mile road race. 

May 30— Atlantic City, N. J.— Atlantic 
Wheelmen's twenty-five mile road race on 
Pleasantville-May's Landing course; open. 

May 30 — Grand Rapids, Mich. — Grand 
Rapids Bicycle Club's fifteen-mile handicap 
road' race; open. 

May 30— Chicago, 111.— Century Road 
Club Association's annual twenty-five-mile 
handicap road race; open. 

May 30— New York City.— New York 
Motorcycle Club's annual hill-climbing con- 
test; open. 

May 30 — Newark, N. J. — Vailsburg board 
track meet. 

June 3 — Jamaica, L. I. — Tiger Wheel- 
men's IS-mile handicap road race. 

June 10 — Valley Stream, L. I. — Park Cir- 
cle Club's Brooklyn handicap 20-mile road 
race; open. 

June 10— Valley Stream, R. I.— Roy 
Wheelmen's fifteen-mile handicap road race; 

June 17 — Valley Stream, L. I. — Century 
Road Club of America's twenty-five-mile 
handicap road race; open. 

June 30-July 3 — F. A. M. annual tour, New 
York to Rochester, N. Y. 

July 2-3 — F. A. M. annual endurance con- 
test, New York to Rochester, N. Y. 

July 4 — Los Angeles, Cal. — Bay City 
Wheelmen's road race to Santa Monica; 

July 4 — Milwaukee, Wisconsin— Milwau- 
kee Motorcycle Club's race meet. 

July 4 — Atlanta, Ga.— Track meet at Pied- 
mont Park. 

July 4 — Valley Stream, L. I. — Century 
Road Club Association's twenty-five mile 
Long Island derby. 

July 4-6— Rochester, N. Y.— F. A. M. an- 
nual meet and championships. 

July 8 — Valley Stream, L. I. — Century 
Road Club of America's ten-mile road race. 

July 8 — Valley Stream, L. I, — Roy 
Wheelmen's ten-mile handicap road race; 

July 29-August 5 — Geneva, Switzerland — 
World's championships. 

August 12 — Valley Stream, L. I. — Roy 
Wheelmen's fifteen-mile handicap road race; 

Aug. 26 — Valley Stream, L. I. — Century 
Road Club Association's record run. 

August 26— Century Road Club of Amer- 
ica's fifteen-mile handicap road race; open. 

September 3 — Muskegon, Mich. — Muske- 
gon Motorcycle Club's race meet. 

September 3 — Brooklyn, N. Y. — Century 
Road Club of America's annual twenty-five- 
mile handicap Coney Island Cycle Path 
race; open. 

September 9— Valley Stream, L. I. — Roy 
Wheelmen's ten-mile handicap road race; 

September 16 — Brooklyn, N. Y. — Century 
Road Club of America's one hundred mile 
record run. 

Sept. 23 — -Valley Stream, L. I. — Century 
Road Club Association's twenty-five mile 
handicap road race; open. 

November 29 — Century Road Club of 
America's fifty-mile handicap road race; 

Dealers and repair men may well serve 
their interests by placing their copies of 
the Bicycling World where they "can be 
seeri and read, even -if it is necessary to 
chain them. Let if be known that there is 
such an institution as a cycling paper in 

He Appreciates this Paper. 
Editor of the Bicycling World: 

Little news or literature is devoured with 
more eagerness nowadays than that which 
pertains to cycling by the wheelman who 
rides for pleasure and recreation. A great 
satisfaction that the editor of the Bicycling 
World may enjoy, is that his paper is read. 

Nothing exerts a greater influence than 
the wielding of the pen, and the cycling inter- 
ests should be thankful th'at a high class jour- 
nal has been able to survive the depression 
of several years back and that has been able 
to help stem the unjust criticism and belit- 
tlement that has been heaped upon bicycling 
during the last five or six years. 

I do not care to here express my opinion 
of the Bicycling World. It is not the kind 
of publication that devotes about half of 
its space with such headlines as "A good 
one from Chicago," "They like it in Ari- 
zona," or "What they think of it in Mis- 
souri." But I do not believe the Bicycling 
World is receiving the support that is its 
due. Whenever I chance to meet a cycling 
acquaintance, and happen to have a copy of 
the paper in hand, the greeting always is: 
"What's that? Let's see it a minute." 

When the St. Louis Cycling Club was 
formed recently, it so happened that an old 
copy of the Bicycling World was lying 
around and not a few of the old timers 
and new riders who had gathered were 
surprised to learn that there is still pub- 
lished a journal dealing with cycling and 
cycling only. 

All he Wanted was "Luck Money." 

-That cosmopolitan and very democratic 
monster "graft," which so assidiously at- 
tacks every occupation and business where 
it can find head-room, afterward insinuating 
itself further and further in the manner 
of the classical camel in the tailor's shop, 
has at length made its way to the door of 
the motor bicycle dealer with its usurious 
smile. Fortunately, the early visits have 
been paid in England, where its entertain- 
ment has long been an institution, but 
when it will cross the seas and commence 
operations here, cannot be foretold. A case 
in point, is the following letter which was 
received by a maker in the "old country," 
from one who has been caring for a gen- 
tleman's motor bicycle. Its meaning is 

"Dear Sirs: — As I have the looking after 

of Mr. -'s motor he has just bought 

of you, to keep up the old custom I hope 
you may be able to send me a trifle of luck 
money, and if I can do a good turn whilst 
looking after the machine in the way of 
speaking a word of praise of your firm you 
may rely on me doing so. 

"Yours respectfully, 

Wheelwomen and their Saddles. 

"Air women's saddles," says Dr. Mary 
Gordon, in the British Medical Journal, "are 
rnade too wide and often too soft; they 
"spread" the rider uncomfortably. Having 
inadequate peaks, they do not keep the rider 
easily on the saddle, and she is forced tO' 
grip and squeeze the saddle at the side jiftt 
where it is already stretching her uncom- 
fortably A woman on a small, 

narrow saddle is able to ride with her knees 
slightly apart, which means that she is 
comfortable and really resting on her bones. 
All women's machines are made with the 
saddle too far back; a T-bar bringing the 
saddle more over the pedals is a great ad- 
ditional comfort. I find hard saddles with- 
out springs, and keeping the rider rigid 
with the machine, are the most comfortable 
to women who will really try them. Most 
women would also ride more "comfortably 
if they would keep their tires better blown 
up than they do." 

Waste of Brain and Brawn. 

Talk about head-work being necessary in 
cycling — here is a record for Brain! A Car- 
diff cyclist, W. Brain, by name, anxious to 
achieve fame by retrogression, rode his 
bicycle backwards from Roath to St. Mel- 
Ions, accomplishing the distance of three 
and one-half miles in twenty-two minutes. 




Lots of Smoke, Plenty of Spills and Many 
Fine Finishes Mark the Sport. 

Approximately 3,000 people attended the 
graduation exercises at the Vailsburg track, 
at Newark, N. J., last Sunday, 13th inst. 
The races may be called graduation affairs 
for the reason that so many of the "pures" 
became real bicycle riders at the expense of 
their individual skins and the surface of the 
board track. For the latter matter, how- 
ever, this may not be applicable for the 
numerous falls — and there was hardly a heat 
in which one or more riders did not skim 
the incline — probably eliminated more than 
a half-cord of splinters from its naturally 
rough surface. If this is the case, no doubt 
those who ride at the track next Sunday will 
be glad, for there will be less slivers for them 
-to pick up. It was a great day for New- 
arkers, two of them, lanky Jimmy Zanes 
and "Herr" Floyd Krebs winning all the 
amateur and professional events. It was a 
great day for racing and the riders took 
advantage of the warm weather and cut out 
some fast heats. Most of their finishes 
were of the blanket order and the spec- 
tators warmed up accordingly in defiance 
of the two warning signs requesting them 
not to make any noise. 

One of the bench-warmers in the bleach- 
ers was out for a little added excitement 
and he inadvertently flicked a cigarette ash 
in a rotten post hole. It caused a slight 
blaze and much smoke, until an attendant 
beat it out with a stick. Charles A. Sher- 
wood, the young New Yorker, who is mak- 
ing a desperate effort to be reinstated as an 
amateur, occupied one of the boxes. Sher- 
wood wants to ride at Vailsburg, but Man- 
ager Bloemecke does not desire his pres- 
ence, so that is how the matter stands. 
Charles Franks, another amateur who was 
pushed over the dividing line, also was a 
spectator, but Franks gave out that he 
would ride professional next Sunday. 

One of the best races of the afternoon 
was appropriately named "every heat a 
race," a half-mile event for amateurs. In 
this event the first four riders in the fastest 
heat — there were six heats — were to be de- 
clared the winners, and in case of a tie 
the leaders in the fastest heats were to ride 
it off. The race did what the Bay View 
Wheelmen intended it should, that is cause 
the riders to go all the way. It took six 
heats and an extra to decide the event. The 
first and third heats were ridden in exactly 
the same time, 1 minute 5 seconds, and then 
the spectators began to sit up and take no- 
tice. One of the surprises came in the fifth 
heat, when Marcel Dupuis, of the Roy 
Wheelmen, beat out lanky Jimmy Zanes, of 
tlfe National Athletic Club, for first place. 
The time was 1:03^. As the previous heat 
had beei .ecorded at the same time the 
riders who had qualified in that and the 
fourth, lined up for the deciding heat. Zanes 

proved his generalship and sprinting cap- ' 

ability by leading Michael Ferrari over the 
tape by half a length. Frank Eiffler, of 
the Century Road Club Association, finished 
third, and Henry Larcheveque, fourth. The 
time, 1:11?^. 

The quarter-mile handicap in five heats 
was not without interest and the three 
scratch men to qualify got in only by the 
hardest kind of work. Al. Judge, of Mem- 
phis, Tenn., won the first heat from the 25- 
yard mark; James Zanes got a quick start 
m the second from scratch and came over 
the line a winner. Frank L. Valiant cap- 
tured the third heat from 40 yards and the 
other two scratch men, George Cameron 
and Jacob Magin, won, respectively the 
fourth and fifth heats. Zanes got away fast 
in the final and passed Gustave Duester 
and Valiant in the stretch. Zanes won with 
ease, with Duester second, Walter Raw- 
leigh, third. 

Fenn and Billington qualified in the first 
heat of the quarter mile open. Menus Bedell 
and Rupprecht being among the also rans. 
In the second heat Krebs and John Bedell 
finished, leaving Ashurst, the new "boy 
wonder," in the lurch. Billington jumped 
the field at the eighth pole in the final and 
got a good lead into the straight. A heart- 
rending sprint for the tape resulted and 
Billington was passed as though he were 
standing still, Krebs ^crossing the tape 
about a foot ahead of John Bedell, with 
Fenn in third place. Time, 0:36. 

That the handicapper has a great deal of 
respect for Ashurst, who has succeeded to 
Fenn's long-held sobriquet of "Boy Won- 
der," was shown in the five mile handicap 
for the cash chasers. Ashurst was put on 
the 90-yard mark while a number of the 
old veterans were ranged out in front of 
him as far as 350 yards. Fenn had the 
honor of starting alone from the tape. Many 
of the riders started from their marks with 
some little trepidation for some one on the 
track noticed that there were thirteen start- 
ers and that Sunday was the thirteenth day 
of the month, which fact he accordingly 
yelled to the riders. They got off without 
any mishaps and Albert Triebel led the 
procession for five laps, George Glasson 
corralled a dollar before Ashurst caught 
the limit men. When the "Boy Wonder" did 
he raked in half enough shekels to buy a ten 
dollar bill. Charles Schlee led for five 
laps when Fenn took the place for two. 
At the bell John Bedell had taken the lead, 
but swung in behind Fenn with Ashurst 
on the outside for third place. John Be- 
dell jumped after rounding the first turn, 
but hesitated and Krebs, quick to take ad- 
vantage, made his supreme bid. Krebs 
rode like one possessed and on the last turn 
he succeeded in bringing his pedals vip to 
Fenn's. The "Flying Dutchman" led into 
the stretch and Fenn made' a pretty sprint, 
but was just a few inches too late at the 
tape. Ashurst was an easy third while 
Charles Schlee, wonderful to relate, beat 
Rupprecht for fourth place. Time, 12:13. 

William J. Ertel, of the National Turn 
Verein Wheelmen, graduated from the nov- 
ice class by winning the half-mile from his 
club-mate, Thomas Smith, who came in for 
the silver medal. Edward Towers was third. 
Time, 1:09. The summaries follows: 

Half-mile novice — Final heat won by 
Wm. J. Ertel, National Turnverein Wheel- 
men; Thomas Smith, National Turn Verein 
Wheelmen, second; Ed. Towers, Newark, 
third. Time, 1:09. 

Quarter-mile handicap, amateur — First 
heat won by Al. Judge (25 yards); Edward 
Simonet (35 yards), second; Adam Beyer- 
man (10 yards), third. Time, 0:315/^. Sec- 
ond heat won by James Zanes (scratch); 
Marcel Dupuis (25 yards^, second; F. E. 
Adams (25 yards), third. Time, 0:30^/^. 
Third heat won by Frank L. Valiant (40 
yards); Walter Rawleigh (30 yards), sec- 
ond; Martin Kessler (10 yards), third. 
Time, 0:31J^. Fourth heat won by George 
Cameron (scratch); T. Francis (40 yards), 
second; Michael Ferrari (20 yards), third. 
Time, 0:32. Fifth heat won by Gustave 
Duester (35 yards); George Pauli (30 
yards), second; Jacob Magin (scratch) 
third. Time, 0:3l3/s- Final heat won by 
Jsmes Zanes, National A. C. ; Gustave Dues- 
ter, Century Road Club Association, second; 
Walter Rawleigh, National A. C, third; 
George Pauli, Rahway, fourth. Time, 0:31. 
Quarter-mile open, professional — First 
heat won by W. S. Fenn; Teddy Billing- 
ton, second. Time, 0:34J^. Second heat 
won by Floyd Krebs; John Bedell, second. 
Time, 32^. Final heat won by Floyd 
Krebs; John Bedell, second; W. S. Fenn, 
third; Teddy Billington, fourth. Time, 

Half-mile open, amateur, four leaders in 
fastest heat to be declared winners — First 
heat won by George Cameron; J. M. Eifler, 
second; Al. Judge, third. Time, 1:05. Sec- 
ond heat won by Martin Kessler; Adam 
Beyerman, second; Otto Kretchner, third; 
William Cerney, fourth. Time, 1:095^. 
Third heat won by Charles J. Jacobs; A. R. 
Wilcox, second; Wm. Rowland, third; Adan 
Schwencke, fourti. Time, 1:05. Fourth 
heat won by Michael Ferrari; added starter, 
second; Henri Larcheveque, third; O. J. 
Devine, fourth. Time, 1:03?^. Fifth heat 
won by Marcel Dupuis; James Zanes, sec- 
ond; J. J. Forsythe, third; Frank M. Eif- 
fler, fourth. Sixth heat won by Jacob Ma- 
gin; F. E. Adams, second; P. J. Baum, third; 
Aug. Huron, fourth. Deciding heat between 
fourth and fifth heat men won by James 
Zanes; Michael Ferrari, second; Frank Eif- 
fler, third; Henri Larcheveque, fourth. 
Time, 1:11?^. 

Five-mile handicap, professional — Won 
by Floyd Krebs (40 yards); W. S. Fenn 
(scratch), second; Alfred Ashurst (90 
yards), third; Charles Schlee (170 yards), 
fourth; Edward Rupprecht (140 yards), 
fifth. Time, 12:13. Lap prize winners: 
Albert Triebel' (5), George Glasson (1), 
Alfred Ashurst (5), Charles Schlee (5), 
W. S. Feno (2), John Bedell (1). 



Veeders Better Than Ever! 

Regular 10,000 Mile. 



The right hand figures represent 
tenthfl of a mile and are In red. The 
above Instrument reads 1,437 and 6-10 
miles. We can supply the .dame In- 
itrument with reading In kilometers 
or In Russian versta. The cut Is full 

In spite of everybody telling us 
that we made the best cyclometers in 
the world and that our instruments 
could not be improved, wehave never* 
theless gone ahead and improved them. 

Note the new star wheel. It has 
broader prongs, so that the striker 
has a better surface to hit. It also 
weighs about half as much as the or= 
dinary star wheel. This lessens the 
tendency of the star wheel to "spin " 
at high speeds. Meanwhile the rest 
of the cyclometer is kept up to Veeder 

The New Trip Cyclometer. 

Price. • - - ¥2.00. 

The cut shows the exact size of th. 

A3 In the case of the Regular Cy- 
clometer, the right hand figure on 
each dial represents ttntha of a mile. 
the figures being red. The other fig- 
ures are black and give the miles. We 
can supply readings In kilometres or 
[n Russian versts. 


Goodyear Cushion Pneumatic 

.■fWWW'lwSUi.!! '1 

The most durable bicycle tire made. There is a steadily increas- 
ing demand for this tire and every dealer should carry them in stock; 
merely showing a section will often make a sale and a satisfied customer. 

Send us your name and address so we can torward sections. 





The Three Essentials Entailed and Why 
the Bicycle is the Best "Third." 

Away back in the days of the hobby horse 
and the velocipede with its fringed and pad- 
ded leather seat and its spool-like pedals, 
fond parents used to be told that the con- 
stant use of that instrument of torture, aside 
from developing the muscles of the legs and 
arms of their hopeful progeny, as it un- 
doubtedly did, would tend to build up the 
youngsters' systems in a way that nothing 

ren's children would continue to use this 
wonderful contrivance, they would have 
laughed him to scorn. Yet this, and even 
more wonderful things have come to pass 
since those days. 

Like many another development of the 
mechanical arts which had its beginning in 
a child's plaything, the bicycle has grown 
to have a distinctive and important individ- 
uality of its own, and a place in the furni- 
ture of the world, because of its useful- 
ness. Naturally enough, considering its 
origin, the first recognition of its utility was 
bred by the diversion which it was capable 
of creating. Its growing ease of oper- 

medium of health, was not realized, how- 
ever, until after its development had 
become almost complete. In a general way 
it had been foreseen that it would be so, 
just as almost any system of outdoor recre- 
ation is beneficial, but the completeness 
with which it would serve the purpose, and 
the breadth of field which it would evolve 
in that capacity, were unknown. It re- 
quired years of the designers' toil, years of 
popular education, and the growing ten- 
dency to bodily and mental stagnation, 
bred of the confinement of life in the apart- 
ment, the shop and the office, to reveal first 
of all the need of such a method of regen- 


else could do, because it kept them out of 
doors, induced a rapid and healthy circu- 
lation of the blood, and gave them enough 
of variety and change of scene to warrant 
their continued interest in the play. All of 
which was quite true, likely enough, though 
the method was a trifle more heroic than 
those which are commonly endorsed by 
parents of to-day. But had those same par- 
ents been informed that their offspring 
would not simply ride those wooden toys 
during their early years, but would all their 
lives remain staunch and true adherents to 
the "art and pastime of cycling" then de- 
veloping-, eihploying in their maturer exist- 
ence a thing bred of that same toy, but bred 
in and in until iii completeness and nicety of 
adjustment of part and part, in perfection 
of finish and ingenuity of construction, it 
rivaled the proverbially perfect action of the 
watch, they would gravely have shaken their 
heads. And if the prophet had added further 
that not only their children, but their child- 

ation and general reliability, to say 
nothing of the unheard of facility which it 
provided for getting about from place to 
place, opened up a new and fertile scope 
of amusement for old and young. Then, 
partly because of the diversion, and partly 
because of a tangible affirmation of the old 
theory of the healthfulness of the veloci- 
pede, it came to be seen that it had value 
as a health giver. Lastly, its utility for 
these two purposes, and its further develop- 
ment from a technical viewpoint, brought 
out the fact that as a useful vehicle for 
personal transportation, facile, rapid and 
well-nigh costless, it was without equal. 
And the development of its supreme 
service to mankind was complete. But 
in its ability to provide renewal and 
regeneration of that vigor which is the 
energetic spring of the human watch, lay 
its chiefest value to the folk of all classes 
and all conditions. 

The recognition of its full worth as a 

eration, and second, the fitness of the 
bicycle to satisfy that need. Other means 
of accomplishing the same end, all more or 
less efficient, have been developed; some 
of them have seen great vogue and run 
their race, while others are and always will 
be useful, and used to good advantage. But 
the bicycle, in its matchless service as an 
innocent cure-all, self-administered, and 
never failing of its effectiveness, remains as 
it must remain down to the end of the 
chapter, the best and the most satisfactory. 
How much its regular work and consist- 
ent use can avail the average human being 
in the way of resuscitation and vivification 
of the entire system, develops only when a 
careful study of the needs of the system 
is made and account taken of the way in 
which the rules of hygiene are daily and 
consistently violated in following out the 
common schemes of life. In the first place, 
man, the self-regulating and self-reparative 
machine, like all other machines, demands 



that certain basic conditions be fulfilled in 
his existence in order that external work, 
the supreme achievement of life in contra- 
diction to the mere existence of the animal 
kingdom in its natural state, may be per- 
formed. The supply of human energy is 
developed from three different sources, two 
of them external media for the transfer of 
potential energy, and the third, by a curious 
contradiction of nature, in itself a usurper 
of the energy bred by the other two. Like 
all other mechanisms, the human machine 
requires the fulfilment of these basic con- 
ditions in order that its alloted duty may 
be performed, and like all other machines, 
it is amenable to a certain amount of rough 
misusage. That is to say, it can withstand 
a considerable degree of overload for a 
stated time, or it can perform its duties 
even when temporarily deprived of its es- 
sential requirements. And being the most 
efficient machine in the universe, as well as 
the most wonderfully contrived, its limit of 
capacity is far more extended than that of 
any other animal mechanism, or any merely 
inert contrivance. 

Of the three essentials then, food and 
fresh air, are the two sources of supply 
from which the power of the machine is 
derived. To do without them, one or both, 
is to do without life; to deprive the system 
if its full requirement in a partial degree, is 
to work the same havoc that is wrought in 
any machine when it is starved. Straiigelj' 
enough also, to deprive the body of action, 
is to effect the same result, in a general 
way, though for a different reason. For jvist 
as any machine cannot be made to perform 
well a task for which it was not designed, 
so the continuous use of the human ma- 
chine under certain conditions, is one of its 
prerequisites, since it was designed by the 
Creator for ceaseless activity, broken by in- 
tervals of absolute rest. Starvation for lack 
of activity comes just as truly as does star- 
vation for lack of nourishment, and the 
result is just as injurious in the end. 

By an insurmountable wall of circum- 
stances developed by his own growth in the 
system which humanity has hewn for itself 
out of the crude elements of the earth which 
it tenants, man, the integer, finds himself 
unable to supply man himself, man the ma- 
chine, with all three of these essentials in 
their just and due proportions. It is Kis- 
met. Consequently, the part himself, must 
make up to the part which is the mere 
machine for its lack of supply. Hence the 
utility of rest and recreation. For in recre- 
ation lies not simply the change and relax- 
tion of the muscular structure, but as well, 
the alteration in the functional performance 
of the brain cells, which is just as neces- 
sary as the other, and for the same reason. 
And since fresh air, and the recreations 
which are best secured by change of scene, 
require more consistent care than the other 
essential, the supply of food, which is in- 
stinctively attended to, in out-of-door exer- 
cise, lies the whole solution of the problem 
of healthy regeneration. 

But, the philosopher observed, "A man's 

hunt for health is not conducted on the 
usual rules of races, for he never starts in 
pursuit of it until he finds it is already run 
down," which is in general quite true, most 
deplorably true. When, however, the pur- 
suit is begun, it is invariably conducted on 
the basis of a renewal of the conditions 
which have been lacking in his daily life. 
The mere specific additions to the method, 
medicinal or otherwise, are but a side issue. 
If he be rich, his doctor prescribes travel, 
if he be poor, he prescribes long walks or 
else a rest, anything to set up the natural 
operation of the system. But in general, 
whatever the treatment, it may be reduced 
to terms of fresh air and a change of scene. 
To return to the bicycle then, its use 
accomplishes just these two things, adding 


also the equally essential requirement of 
exercise, not violent, exhaustive work, but 
invigorating exercise. In the constant ra- 
tional use of the bicycle, there is to be 
found a degree of exertion which may be 
modulated to the needs of the rider and 
to his taste as well. Coupled with it, there 
is the requirement of deep breathing which 
expels from the lungs all the foul residue of 
other breaths of less pure air, and a conse- 
quent renewal of the blood. Then there is 
the constant change of scene, the diversion 
which it creates, keeping the mind away 
from the cares and annoyances which have 
constituted its sole diet during the period 
of work, and there is also the requirement 
of continually focusing the attention more 
or less acutely upon the road, which aids in 
the purpose. The brain rests, the body de- 
rives a supply of renewed vigor which it 
stores up in every nook and cranny against 
another period of need, and the muscles act 
readily and easily, causing the blood to 
course through the veins, stimulating and 
enlivening every fiber of the being until at 
the end of the ride, it is a new man and 
a new machine which alights from the 
wheel. / i 

Cologne Agrees with Butler. 

Thanks to the aid of that excellent pace- 
maker, Peguy, who knows every inch of 
the old-fashioned, low banked asphalt track 
at Cologne, Nat Butler was enabled to beat 
out Peter Gunther and Henri Contenet on 
Sunday, May 6th. The men rode for one 
hour and in that time the veteran American 
covered 36 miles 961 yards. At the pistol 
Butler was ahead of Guenthem about 350 
yards while Contenet, the record holder, 
trailed the German by nearly one mile. In 
a 20 kilometre (12.42 miles) race Butler 
finished second to Guenther, Contenet again 
bringing up in the rear. The American fin- 
ished only one length behind the winner, 
which is exceptionally close for a motor 
paced race. Time, 19 minutes 20 seconds. 

St. Louis Club Completes Organization. 

The St. Louis Cycling Club has perfected 
its organization by adopting a constitution 
and by-laws and electing officers, as fol- 
lows: W. M. Butler, president; Aug. J. 
Schmidt, vice-president; George Lang, Jr., 
.'secretary-treasurer, and A. G. Harding, cap- 

The ballots had to be counted at least 
three times before Harding was declared 
the victor over H. G. Wolzendorf, who was 
placed in nomination for captain by Hard- 
ing, and it was regretted that a home trainer 
was' not handy that the two could fight it 
out in a ten mile race. The club will prob- 
ably promote a Pike county tour in the 
latter part of May. 

Motorcycle Wanted for a Minister. 

Richardson, North Dakota, has a preacher 
whose territory covers the greater part of 
10,000 square miles. His only comrade in 
the work is another minister who also con- 
ducts two newspapers, teaches schools and 
attends to various other matters. An ap- 
peal has been sent to Mankato by a banker 
at Richardson for aid to purchase the one 
exclusive minister a motorcycle so that he 
may extend his usefulness. 

Pike's Peak Motorcyclists Organize. 

The Pike's Peak Motorcycle Club has 
been organized at Colorado Springs with 
some twenty member and these temporary 
officers: President, G. W. Blake; secretary, 
F. W. Davis; treasurer, C. M. Angell. The 
club was formed with the praiseworthy 
intention of "doing things," a race and a 
hill-climbing contest being among its con- 
templated undertakings. 

Gas Men to use Motorcycles. 

The Kansas City Gas Co. is making ready 
to mount its inspectors and meter men on 
moto*- bicycles — about 20 of them in all. 
The oi-der was captured by the Sellers Cycle 
Co., Kansas City, agents for the R-S. The 
machines are all to be equipped with the 
combina*-ion stand and luggage carrier of 
which the Reading Standard Cycle Co. is 
now makirg a feature. 




Beats the Native Crack and Receives an 
Ovation, also a Big Bouquet. 

Following his three brilliant victories at 
London on May 5, Frank L. Kramer re- 
peated the performance on Sunday, 6th 
inst,, at the Velodrome de Zurenborg, An- 
vers. The race in which the American 
sprinter showed a clean pair of heels to'the 
foreigners was a three heat match race 
against Van de Born, of Belgium, and Elle- 
gaard, of Denmark. 

On the last turn of the first heat Van den 
Born attempted to steal away, but Kramer 
was upon him like a shot and coming by 
on the outside reached the tape half a 
wheel ahead. Ellegaard finished one length 
behind the Belgian. Van den Born tried 
the self same trick in the second heat and 
again the American demonstrated his Yan- 
kee superiority, though not without a strug- 
gle, as the Belgian champion finished only 
eight inches late. Ellegaard again was a 
half length behind the second man. By 
finessing for position in the final heat Elle- 
gaard compelled Kramer to take the lead. 
Van den Born following the Dane five or 
six lengths. Van den Born began to un- 
wind at the bell and changed places with 
Ellegaard, but was not able to pass Kramer 
on the straight, the American finishing half 
a length ahead. Then the spectators gave 
Kramer "le premier sprinter I'Americain" a 
rousing ovation, presented him with a large 
floral bouquet and made him execute a 
"tour d'honneur." 

Nerent makes a Double "Killing." 

Charles Nerent, the crack road rider of 
the Roy Wheelmen, won one of the most 
creditable races of the season last Sunday, 
13th inst., when he finished first from 
scratch in the ten-mile closed handicap road 
race of his organization. Nerent won both 
first place prize and first time prize — a reg- 
ular old-fashioned killing. His time for 
the ten miles was 29 minutes 32^ seconds. 

The race on Sunday last was the second 
one of a series that the Roy Wheelmen are 
promulgating this season and, of course, 
was for club members only. Despite this 
fact, twenty-one riders answered to the 
starter's call, the greater number of whom 
finished. The race was held on the Merrick 
Road, Long Island, the start and finish be- 
ing in front of West's at Valley Stream. 
The course was from Valley Stream to 
Lynbrook, thence to Springfield and return 
to Valley Stream. 

Nerent was not the first man to cross 
the tape, however. S. Ryan, who was given 
the limit — four minutes — reached the finish 
so long in advance of his fellows that it 
seemed passing strange and later it de- 
veloped that he took pace from an automo- 
bile. For this he was disqualified. John 
Piatt and Charles Buck, both long markers, 
finished second and third, and Henri La- 

fenetre, with one minute, came in fourth. 

The summary: 

Pos. Rider. Hdcp. Time. 

1 Charles Nerent scratch 29:32^^ 

2 John Piatt 4:00 33:36>^ 

3. Charles Buck .4:00 34:39^^ 

4. Henri Lafenetre 1:00 31:50 

S George Gunzer scratch 31:59^ 

6. Herbert Williams scratch 31:59^^ 

7. Ralph Roullier 2:00 34:59^^ 


Judge Newcomb Finds a Grave Defect — 
Hope it Holds for Motorcyclists. 

Twenty-four Contend at Wakefield. 

Twenty-four riders started in the twelve- 
mile handicap road race at Wakefield, 
Mass., on Saturday, 12th inst., which was 
won by Gorman, of Woburn, who had a 
handicap of two minutes. The start was 
from Water street, over Vernon street to 
Lynfield Center, and the course was 
traversed twice. It was announced that 
the race would be a six-mile affair, but at 
the start the distance was changed, which 
resulted in several of the riders refusing 
to start. 

Stafford Henninger, of Wakefield, who 
started with the 2:30 bunch, led the pro- 
cession at the completion of the first lap 
and was then regarded as the winner, but 
he dropped out on the second lap. Percy 
Cutter, of Wakefield, was another promis- 
ing finisher, and he held the lead in the 
stretch one hundred yards from the tape. 
In the sprint for the ribbon, however, Wo- 
burn had the speed and beat the local rider 
by a few feet. Gorman's time was 37 min- 
utes. William Buzzy, of Brockton, oi 
scratch, won the first time prize, and Cor- 
nelius E. Connelly, of Everett, finished sec- 
ond to Buzzy. H. McPartlin, of Woburn, 
annexed the third time prize. 

The placed men were as follows: 1, Gor- 
man, of Woburn; 2, Percy Cutter, of Wake- 
field; 3, Herbert Kiessling, of Lawrence; 
4, Goodrich, of Everett; 5, Small, of Ever- 
ett; 6; Sawtell, of Everett; 7, Conant, of 
Everett; 8, William Buzzy, of Rverett; 9, 
Cornelius Connolley, of Everett; 10, H. P. 
McPartlin, of Woburn; 11, Rolfe, of Water- 
town; 12, Fred Hill, of Watertown; 13, Dra- 
bach, of Cambridge; 14, Callahan, of Cam- 
bridge; IS, Edward Ramsdell, of Cam- 
bridge; 16, Carroll Burnham, of Watertown, 
and F Sullivan, of Melrose. 

Motorcyclists in Evansville's Event. 

Although only one motorcycle event liv- 
ened the automobile race at Evansville, Ind., 
on Wednesday, 16th inst., it was of such a 
character that it doubtless will cause a cry 
for more, the time made in the motorcycle 
race being faster than that made by the 
star performers in the automobile events. 
The meet was held on a half-mile dirt track 
with poor banking. Samuel Troyer, astride 
an R-S, won the first heat of the mile in 
2:38, beating out "Cad" Haas, on an Indian. 
Ir the second heat. Otto Geiss (Indian) was 
the victor, with Fred McNealy (Indian) 
second. Time, 2:50. Troyer won the final 
heat from Geiss. The time was 2:345^, be- 
ing the best of the day. 

There is a possibility that the motor- 
cyclists of Pennsylvania may soon be re- 
lieved of the necessity of carrying the big, 
heavy castiron number plates supplied by the 
State. The hope is held out by a decision 
rendered by Judge Newcomb, at Scranton, 
on Monday last. In substance. Judge New- 
comb declared the law to be unconstitu- 
tional. The same hope makes it appear not 
wholly impossible that non-resident motor- 
cyclists may enter Pennsylvania without the 
necessity of paying $3 for the privilege, 
which also is the tax imposed on the resi- 
dent riders. 

The law does not specifically mention 
motorcycles, and was plainly intended to 
apply to four-wheeled vehicles only, but 
someone went to the trouble of asking the 
attorney general for a ruling and, as always, 
he promptly ruled that the law included 

Judge Newcomb gave his ruling in an 
opinion quashing an indictment against 
one Alfred Harvey who was charged with 
operating an automobile on the streets of 
Scranton without first having procured a 
license therefor. 

Harvey's attorneys attacked the consti- 
tutionality of the act on two grounds: First, 
because its title is misleading; and, second, 
because it does not bear uniformly on all 
persons and all vehicles, or even on all 
motor vehicles. 

Regarding the second contention. Judge 
Newcomb stated that he had not been con- ■ 
vinced of its soundness. 

"The first reason, however, is based upon 
a palpable constitutional defect," he said. 
"The section which defines the offense al- 
leged in the indictment relates only to a. 
license to be issued to the owner. Nothing 
is said there or elsewhere in the body of 
the act about licensing any other than the 
owner. The penalty prescribed is incurred 
through the owner's failure to procure a 
license. But so far as the title says any- 
thing on the subject it indicates a purpose 
to put the duty of getting a license only on 
the person of the operator and to attach 
the penalty to his default in that regard. In 
our judgment there is a substantial variance 
between the title and the body of the act 
in that respect, and it brings section si>; 
within the prohibition of section three, arti- 
cle III, of the constitution, which requires 
that the subject matter of a statute shall be 
clearly expressed in its title." 

Chemung county is one of the counties in 
New York State that has not permitted its 
cyclepaths to deteriorate. There are about 
70 miles of them and every mile is being 
kept in splendid repair. Incidentally, the 
cyclist who, without the necessary tag, ven- 
tures on the paths is promptly pounced 







Ami /M 









which cycling owes to the MORROW never can be 
repaid. It made cycling not only safe but thor^ 
oughly enjoyable." 

of one of the very many enthusiastic adherents of the 


Our Illustrated matter is not merely interesting— it's instructive. 







Its Causes and its Cures Specifically Cata- 
logued — Many Factors Involved. 

Overheating, is a simple little word, which 
frequently is applied in far too vague a 
sense to the air-cooled gasolene motor. For 
although it is made to generate and handle 
a great quantity of highly temperatured 
gasses, the conclusion by no means follows 
that the machine itself should become hot 
beyond a certain equible working tempera- 
ture which soon becomes familiar to the 
accustomed user. Hence, any excess of heat 
beyond this natural limit, while truly over- 
heating, is directly attributable to some dis- 
tinct fault, and is from that fact, merely a 
symptom, rather than a complaint in itself. 
But because the causes which contribute 
to this condition are manifold, and many 
of them are but little understood by the 
average user, it is common to refer to the 
condition as a distinctive disorder, and to 
let it go at that, relying on the skill and 
perspicacity of some practiced repairer to 
cure the malady. That this seldom is really 
needful, however, will be apparent from a 
moment's consideration. A complete analy- 
sis of the organism of the engine is all that 
is necessary to complete a diagnosis of the 
trouble, and when that has been done, the 
curative treatment is ordinarily self-sug- 
gestive, and by no means difficult. 

For the benefit of the novice, who has not 
as yet learned to distinguish the separate 
elements of the machine from one another 
in their proper relation, a foreign expert 
has prepared the following table of causes 
which may contribute to an overheated con- 
dition, grouping them under their natural 
classifications. All that is necessary in or- 
der to discover the cause of an excessive 
temperature in the motor, is to go over 
the list, takeing up each item by itself, and 
making sure that the organ which it treats 
is not disordered. When this method is 
followed logically, there can be no possi- 
bility of the error remaining undiscovered, 
only supposing that the investigator is suf- 
ficently familiar with the thing to recognize 
a fault when he sees it. Roughly speaking, 
then, any improper condition which may 
conduce to overheating may be considered 
to come under one of the three heads of 
the mechanism itself, or one of the two 
functions of lubrication and carburation. I'n 
detail, they may be further subdivided as 

(1.) Engine. 

(a.) Valve Lift. — If the exhaust valve 
does not open to its full extent (usually 
about 54-i"ch) the exhaust gases are not 
cleared out, and the hot charge remains, 
causing back pressure and excessive cylin- 
der temperature. Defective valve lift is 
due to: (1.) Too short a valve stem. (2.) 
Valve stem reduced by wear or by frequent 
grinding. (3.) Wear of tappet. (4.) Some 
engines have tappets with adjustable screw 
heads; if the adjustment is out the lift is 

either too long or too short; in either case 
"overheating" symptoms follow. (S.) Worn 
bell cranks, or levers, cams, or rollers, in- 
side half-time pinion case. 

(b.) Bad Compression. — Inspect piston 
rings and valves. Examine spark plugs and 
.compression tap. If there is a dark ring 
around either, burnt oil is exuding. Remedy, 
new plug or new washer for compression 

(c.) Too High a Compression. — Practic- 
ally an impossibility. The simplest method 
is to put a washer 1/32-inch thick beneath 
the cylinder. 

(d.) Too Low a Gear. — There is a cer- 
tain temperature at which any air-cooled 
engine will give the best results. A consci- 
entious maker sets the gear and adjusts the 
carburetter so that this temperature will 
not be exceeded when the machine is being 




Morgan X Wright 



driven at an average of, say, twenty miles 
an hour. By enriching the mixture and 
lowering the gear you may arrive at that 
efficient temperature when averaging twelve 
miles per hour, and then you will consider- 
ably exceed it when averaging the legal 
limit. In practice a 4-6 horsepower twin 
should not be geared less than four to one, 
and a 3 horsepower single cylinder not less 
than five to one. 

(e.) Choked Silencer. — This produces ex- 
actly the same effect as (a). If the engine 
has ever been heavily lubricated or if the 
silencer is set so low that the wheels can 
cast mud on it a periodic examination is 

(2.) Lubrication. 

(a.) No Oil Reaching Cylinder.— The 
remedy is obvious. Keep an eye on "auto- 
matic" lubricators. 

(b.) Too Little Oil. — The causes and 
cures are as follows: The average amateur 
considers that so long as he follows the 
makers' instructions to give a pumpful every 
20 or 25 miles the atmosphere of the garden 

will remain indefinitely balmy. It is surely 
obvious that under hard conditions of driv- 
ing the oil is used up more quickly. There- 
fore, if you are driving unusually fast or 
over specially severe roads watch your en- 
gine carefully on a level interlude, and see 
if its behavior is normal. If not, increase 
the lubrication till it is. 

(c.) Partially choked pipes, preventing 
the charge getting to the engine as soon or 
as wholly as it should. 

(d.) Too Narrow a Slot between Crank 
Case and Cylinder. — The majority of en- 
gines seem to be made on a slavish and ar- 
bitrary canon as regards the width of this 

(e.) Bad Oil. — Engines are curiously fas- 
tidious in the matter of oil. Follow the 
manufacturer's advice. 

(3.) Carburation. 

(a.) Poor Regulation. — It is doubtful 
whether an engine actually can make a good 
start on a run and then "get tired" from 
this cause. But most certainly it can burn 
its valves out quickly if the carburetter is 
out of adjustment, and equal results in June 
and December will not be obtained with one 
and the same setting. Many engines are 
sent out with too large a jet, because this 
facilitates easy starting. With a new en- 
gine watch the fuel consumption, and if it 
is abnormal, slightly reduce jet by fitting 
a fresh nipple. When winter comes replace 
the original one. 

(b.) Choked Air Inlets. — On every car- 
buretter the air intakes should be regularly 
inspected and cleaned. 

(c.) Choked Gauzes in Inlet Pipe. — The 
low temperature induced by the evaporation 
of the fuel may freeze up these safety 
screens shortly after starting. The remedy 
is either to warm the carburetter by a by- 
pass from exhaust pipe, or to set the gauzes 
at a point where the pipe is near the hot 
cylinder, or to remove them, altogether. 

About the Inlet Spring. 

Not a little difficulty with the perform- 
ance of the motor may be experienced by 
the user if the spring tension of the inlet 
valve be allowed to weaken to any extent. 
Probably nothing can contribute more to 
the successful working of the motor than 
the proper tensioning of this same spring. 
Its adjustment, fortunately, is most fre- 
quently left to the attention of an expert re- 
pairman, but its condition should be fol- 
lowed with care by the rider, despite this 
fact. The evidences commonly given by a 
weak spring are, loss of power, accompan- 
ied by a clacking sound as the valve is 
seated by the compression rather than its 
own spring, and occasionally, back-firing 
in the carburetter. On the other hand, too 
strong a spring brings about a similar loss 
of power, and is a difficulty far harder to 
locate. Once a spring has been properly 
fitted to the motor, however, the only ten- 
dency is for it to lose its strength, and ac- 
cordingly the user's only care must be to 
see that the distinctive clicking sound is 
never manifested. 



Santa Claras Beat Brooklyn Bridges. 

A picked team of the Santa Clara Wheel- 
men, of Santa Clara, Cal., defeated the 
Brooklyn Bridge Wheelmen, of the same 
place, last Sunday, 13th inst., in a twenty- 
five mile relay race over the Santa Clara 
five-mile course. There has been much 
rivalry between the two teams for some time 
and a large crowd of enthusiastic spectators 
gathered at the finish. The first relay was 
ridden by C. Koenig, for the Santa Clara 
Wheelmen, and J. Bertini for the opposing 
club, and Koenig led his opponent at the 
end of five miles, the time being 13 min- 
utes 46 seconds. 

The next relay, ridden by J. Oliver, for 
the Brooklyn Bridge Wheelmen, and J. 
Jones, for the Santa Clara Wheelmen, 
served to open a still wider gap for the 
town's namesake. 

The third relay between J. Walcot, of the 
New York named organization, and J. Jones, 
of the Santa Claras, was nearly an even race 
but Jones jumped his man about 800 yards 
from the tape and opened a lead of 150 
yards for his team. In the fourth relay the 
Brooklyn Bridge Wheelmen closed up the 
gap, but Somerville, of that club, was un- 
able to gain a lead on his opponent. 

During this time there had been much 
discussion as to which was the best man, 
Koenig or Bertini, so to settle the dispute. 
Koenig consented to ride the last relay 
against his foe in the first relay. Both men 
started nearly even, Koenig, however, 

jumped his man near the finish and beat 
him an even 100 yards, settling all disputes. 
Although the riders had to "buck" a hard 
wind for a greater part of the distance, 
they made fast time and each relay averaged 
14 minutes 11 seconds. 

Atlantic City's Prize List. 

Two bicycles and six pairs of tires are 
the magnets that probably will draw nu- 
merous riders to Atlantic City, on Decora- 
tion day for the Atlantic Wheelmen's sec- 
ond annual 2S-mile handicap road race. 
These by no means, however, are all the 
prizes. The race will start at the cross- 
roads, just beyond the Pleasantville ceme- 
tery, on the May's Landing road, at 2:30 
p. m. sharp. In case of rain on May 30th, 
the race will be postponed until Saturday, 
June 3. Entries may be sent to Charles 
Van Doren, 1735 Atlantic avenue, Atlantic 
City, N. J. 

Holden Breaks his Back. 

Arthur Holden, one of the old Vailsburg 
guard, came to grief in Peoria, 111., Thurs- 
day of this week, and as a result probably 
will not live. Holden went out with a circus 
this year and did a loop-the-loop act under 
the sobriquet of "Diavolo." The loop was 
of the death trap variety and failed to work 
properly. Holden made the circuit per- 
fectly but when his bicycle descended it 
went through the trap, and he was thrown 
forty feet, breaking his back. 

Payment Saves the Denver Track. 

There will be bicycle racing in Denver 
again after all. Mismanagement was all 
that caused the track's downfall last sea- 
son and it is thought that with the right 
hands on the managerial lines the sport can 
be made a paying venture in Colorado. J. 
A. Payment has leased the saucer and will 
give the Denverites racing each Saturday 
afternoon throughout the summer. The 
first meet probably will be held May 30. 

Chatham's Have Strong Membership. 

At the annual meeting of the Chatham 
(N. J.) Wheelmen on Monday night, the 
matter of incorporation was brought up, 
but was defeated by a vote of 17 to 9. The 
treasurer's report stated that the total mem- 
bership of the club was now 104 and that 
there was a balance in the treasury of 
$129.50. Following were the officers elected: 
President, Charles Mitscher; vice-president, 
Edward P. Miller; secretary, Henry A. Al- 
bert; treasurer, John J. Conklin. 

Halligan Leads Fast Bunch Home. 
J. T. Halligan, New Jersey's "hope and 
pride," won the race home for the fast men 
in the century run of the Century Road 
Club of America on Sunday last. Halligan 
covered the distance of about thirteen miles 
in 37 minutes. Arthur E. Rhodes finished 
second, one minute behind and J. Nimi, A. 
Peantilli, John Eubank and T. Zizzari fin- 
ished next in this order. 


there are hundreds of cyclists who are awakening to the full meaning of saddle discomfort — an 
unpleasant experience that causes scores of them to ride seldom or not at all. 


to discover such people and 

to put them on the right 

track, which is to say, on 
he right saddle — a Persons 
saddle. There is one for every build of man and woman, and there is not 
an uncomfortable one in the lot. All are suspension saddles and of 
Persons quality. You know what that means. 



Worcester, Mass, 

The Bicycling \|^arid 


Volume LI 1 1. 

New York, U. S. A., Saturday, May 26, 1906. 

No. 9 


Fuel to Become Available January 1st- 
How it may Benefit Motorcyclists. 

Fuel alcohol is now assured. On Wed- 
nesday the free alcohol bill was favorably 
reported to the Senate from the Committee 
on Finance and on Thursday it was passed 
by the Senate without division. The Presi- 
dent is known to heartily favor it so that its 
enactment is certain. 

The Senate committee amended the bill 
by providing that it shall take effect on 
January 1 next, instead of three months 
after passage, and also provided more dras- 
tic penalties for evading the revenue taxes 
by illegally using denatured alcohol by 
providing for the forfeiture of the building 
and ground upon which the act is commit- 
ted, in addition to five years imprisonment 
and $5,000 fine stated in the House bill. 
The committee also required that the pro- 
cess of denaturing the alcohol should take 
place in special bonded warehouses desig- 
nated for that purpose only. 

At its meeting last week the Brooklyn 
Motorcycle Club passed resolutions favor- 
ing the bill and urging the Senators from 
New York to assist in its passage, the 
club's action being in line with that taken 
by President Betts, of the Federation of 
American Motorcyclists. In his letter to 
the senators, Mr. Betts pointed out that 
fuel alcohol would help solve some of the 
problems that now confront motorcyclists 
and motorcycle dealers in many places, 
notably in New York. In this city, few of 
the bicycle dealers carry gasolene and many 
of the automobile garage keepers who 
started with bicycles, have become so affluent 
and puffed up that they not only sniff at 
the storage of motorcycles, but refuse to 
sell gasolene to motorcyclists or else sell it 
at a price purposely designed to discourage 
future calls. Many of the apartment houses 
also prohibit the storage of machines and 
in many other houses they are stored at a 
risk that would imperil the collection of 
insurance in the event of fire. 

As denatured alcohol is but little more in- 
flammable than kerosene and gives off no 
dangerous gas and also as its flame is ex- 
tingfuishable with water, it seems reasonable 

that its use will be of more far reaching 
benefit to motorcyclists than has been made 
to appfear. 

All of these features were pointed out by 
Mr. Betts in his communication to the New 
York Senators, for whom Senator Piatt 
replied. He said: "I have to thank you 
for giving me the benefit of your views and 
beg to assure you that I am exerting my- 
self in every proper way to have the mea- 
sure favorably reported from the commit- 
tee and passed by the Senate." 


Factory Working Nights and Local Dealers 
Enjoying a Great Rush of Business. 

Dry Cell that Never Grows Stale. 

Ingenuity, that is, the in-genuity of the 
National Carbon Co., Cleveland, Ohio, mak- 
ers of the well known Columbia batteries, 
finally has made it possible for the motor- 
cycle dealer to supply fresh dry cells at all 
times. The ingenuity takes the form and 
name of the Reserve dry cell, which is 
similar to the Columbia, save that it is made 
with a hollow carbon pole, into which water 
is introduced when it is desired to put "life" 
in the cell. Until then it remains absolutely 
dry and inactive and cannot, therefore, de- 
teriorate. Because of the fact, it may re- 
main on the dealer's shelf for an indefinite 
period without becoming "stale" or losing 
its strength, which is one of the shortcom- 
ings of other dry cells. 

How San Francisco is Recovering. 

San Francisco's disaster evidently is not 
going to interfere with business as greatly 
as was feared. "Instead of my customers, 
both wholesale and retail, cancelling their 
orders, they are actually increasing them," 
is the reassuring message sent by C. C. 
Hopkins, the well-known dealer, who lost 
both home and business in the catastrophe 
and who has begun all over again at lS24a 
Golden Gate avenue. 

Hatch Goes into Chains. 

C. W. Hatch, formerly in the motorcycle 
department of the Consolidated Mfg. Co., 
Toledo, Ohio, has caught on with the Dia- 
mond Chain & Mfg. Co., of Indianapolis, 
Ind. He will cover the eastern territory, 
succeeding William Culver, who returns 
to his old stamping grounds, the Middle 

George W. Sherman was in New York 
for a couple of days this week. It was his 
first visit since he became sales manager of 
the Reading Standard Cycle Mfg. Co., but 
it was unnecessary to talk with him for 
any great length of time to discover that 
he has fitted into the position easily and 
well and carried with it that earnestness 
and clearheadedness that were ever his 
characteristics. He is chockful of Reading 
Standards and R-S's, and respecting the lat- 
ter, at least, has plans developing that 
scarcely can fail to create a wide ripple 
when they begin to mature. His one com- 
plaint is that he is unable to get motors 
fast enough. 

Sherman says there is nothing the matter 
with the demand for bicycles, either. As 
a matter of fact, the Reading factory had 
been working nights to meet a big call from 
California. One thing, Sherman said, had 
surprised him: the number of women's 
bicycles that are being sold. 

As illustrating the health of the business 
i;i Reading itself, he cited the case of their 
local agent in that city. He is keeping nine 
repairmen busy overhauling old machines 
and one evening this month sold eight $40 
bicycles and all the cheaper ones he had in 
his store. "If the factory had not been 
closed I would have sent around for more," 
Sherman quoted the agent as saying. This 
particular agent had been doing some ad- 
vertising of late and whether or no his 
renewed business is due to this publicity, 
Sherman said he had seen his store when 
it resembled a bargain day, so closely was 
if- crowded; the people were standing in 
line on the street awaiting their turn to get 

Buyer from Denmark Due. 

Alex. J. Wedman, buyer for Simonsen & 
Nielson, of Copenhagen, is due to reach 
New York on Wednesday. He comes, of